System and method for operating a rollover control system in a transition to a rollover condition

ABSTRACT

A method of operating a hydraulic safety system  38  includes determining a relative roll angle, determining a relative a slip angle, determining a yaw rate and determining a pressure build rate for the hydraulic safety system  38  in response to a relative roll angle, the yaw rate, slip angle, and yaw rate. The method further includes determining a precharge pressure level in response to the relative roll rate, the slip angle and the yaw rate and controlling the safety system  38  in response to the precharge pressure level.

RELATED APPLICATIONS

The present invention is a divisional of U.S. patent application Ser.No. 10/628,632 filed Jul. 28, 2003, now abn. which claims priority toU.S. provisional applications 60/401,416 and 60/401,464 filed Aug. 5,2002, and is related to U.S. patent application Ser. Nos. 10/628,685 and10/628,484 both filed Jul. 28, 2003, and is a divisional of U.S. patentapplication Ser. No. 10/628,632, the disclosures of which areincorporated by reference herein.

TECHNICAL FIELD

The present invention relates generally to a control apparatus forcontrolling a system of an automotive vehicle in response to senseddynamic behavior, and more specifically, to a method and apparatus foradjusting the activation based on transitional vehicle operatingconditions.

BACKGROUND

Dynamic control systems for automotive vehicles have recently begun tobe offered on various products. Dynamic control systems typicallycontrol the yaw of the vehicle by controlling the braking effort at thevarious wheels of the vehicle. Yaw control systems typically compare thedesired direction of the vehicle based upon the steering wheel angle andthe direction of travel. By regulating the amount of braking at eachcorner of the vehicle, the desired direction of travel may bemaintained. Typically, the dynamic control systems do not addressrollover (wheels lifting) of the vehicle. For high profile vehicles inparticular, it would be desirable to control the rollover characteristicof the vehicle to maintain the vehicle position with respect to theroad. That is, it is desirable to maintain contact of each of the fourtires of the vehicle on the road.

In vehicle rollover control, it is desired to alter the vehicle attitudesuch that its motion along the roll direction is prevented fromachieving a predetermined limit (rollover limit) with the aid of theactuation from the available active systems such as controllable brakesystem, steering system and suspension system. Although the vehicleattitude is well defined, direct measurement is usually impossible.

During a potential vehicular rollover event, wheels on one side of thevehicle start lifting, and the roll center of the vehicle shifts to thecontact patch of the remaining tires. This shifted roll center increasesthe roll moment of inertia of the vehicle, and hence reduces the rollacceleration of the vehicle. However, the roll attitude could stillincrease rapidly. The corresponding roll motion when the vehicle startsside lifting deviates from the roll motion during normal drivingconditions.

When the wheels start to lift from the pavement, it is desirable toconfirm this condition. This allows the system to make an accuratedetermination as to the appropriate correction. If wheels are on theground, or recontact the ground after a lift condition, this alsoassists with accurate control.

Some systems use position sensors to measure the relative distancebetween the vehicle body and the vehicle suspension. One drawback tosuch systems is that the distance from the body to the road must beinferred. This also increases the number of sensors on the vehicle.Other techniques use sensor signals to indirectly detect wheel liftingqualitatively.

One example of a wheel lifting determination can be found in Ford patentU.S. Pat. No. 6,356,188 and U.S. patent application Ser. No. 10/608,909,the disclosures of which are incorporated by reference herein. Thesystem applies a change in torque to the wheels to determine wheel lift.The output from such a wheel lifting determination unit can be usedqualitatively. This method is an active determination since the basis ofthe system relies on changing the torque of the wheels by theapplication of brakes or the like. In some situations it may bedesirable to determine wheel lift without changing the torque of awheel.

Due to the inevitable dead spots due to the vehicle configuration, wheellift detection methods may be not able to identify all the conditionswhere four wheels are absolutely grounded in a timely and accuratefashion. For example, if the torques applied to the wheels have errors,if the vehicle reference computation has errors or there is not enoughexcitation in the torque provided, the wheel lift detection may provideerroneous information or no information about the roll trending of thevehicle. Wheel lift information may also be safe-guarded by informationregarding the vehicle roll angle information from the various sensors.

In certain driving conditions where the vehicle is moving with all fourwheels contacting ground and the wheel lift detection does not detectthe grounding condition, the roll information derived from the varioussensors may be the sole information for identify vehicle roll trending.If in such driving cases, the vehicle experiences very large lateralacceleration and large roll rate, the grounded conditions might bereplaced by erroneous lifting conditions. That is, those signals maypredict that the vehicle is in a divergent roll event but the actualvehicle is not in a rolling event at all. Such cases include when thevehicle is driven on a mountain road, off-road or banked road, tirecompression or an impact may cause a large normal load. The increasednormal load causes a force component to be added to the lateralacceleration sensor output. Hence, a larger than 1 g lateralacceleration is obtained but the actual lateral acceleration of thevehicle projected along the road surface might be in 0.6 g range. Anoff-road driving condition may also be an off-camber driving condition.When a low speed vehicle is driven on an off-camber road with some hardtire compression or impact, the control system may be fooled to activateun-necessarily.

In order to reduce false activations, it would therefore be desirable toprovide a rollover detection system that sensitizes and desensitizes theroll control determination.

SUMMARY

The present invention improves the operation of a rollover stabilitycontrol system (RSC) by controlling the safety device to provideimproved performance. One way in which the improvement may beimplemented is by controlling or improving the brake pressure predictionto improve the feel and performance time of the system.

In one embodiment, a method of controlling a hydraulic system ofautomotive vehicle comprises determining lateral acceleration andvehicle speed and precharging the hydraulic system to a predeterminedpressure in response to lateral acceleration and vehicle speed.

In another embodiment, a method of operating a hydraulic safety systemincludes determining a relative roll angle, determining a relative aslip angle, determining a yaw rate and determining a pressure build ratefor the hydraulic safety system in response to a relative roll angle,the yaw rate, slip angle, and yaw rate. The method further includesdetermining a precharge pressure level in response to the relative rollrate, the slip angle and the yaw rate and controlling the safety systemin response to the precharge pressure level.

One advantage of the invention is that some or all of the ways in whichto improve the system set forth herein may be used alone orsimultaneously to improve the rollover control system.

Other advantages and features of the present invention will becomeapparent when viewed in light of the detailed description of thepreferred embodiment when taken in conjunction with the attacheddrawings and appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of a vehicle with variable vectors andcoordinator frames.

FIG. 2 is an end view of an automotive vehicle on a bank withdefinitions of various angles including global roll angle, relative rollangle, wheel departure angle (WDA), road bank angle and body-to-roadangle.

FIG. 3A is an end view of an on-camber divergent vehicle tendency.

FIG. 3B is an end view of an automotive vehicle in an off-camberdivergent condition.

FIG. 3C is an end view of a vehicle in an on-camber convergentcondition.

FIG. 3D is an end view of a vehicle in an off-camber convergentcondition.

FIG. 4A is a block diagram of a stability control system.

FIG. 4B is a block diagram of the controller 26 used in the stabilitycontrol system depicted in FIG. 4A.

FIG. 5 is a block diagrammatic view of the unit 27 depicted in FIG. 4B,which is used for quantitatively and qualitatively determining rollovertrend of a vehicle.

FIG. 6 is a detailed block diagram of a transition controller of thepresent embodiment.

FIG. 7 is flow chart of the operation of one embodiment of thetransition controller.

FIG. 8 is a detailed block diagram of a PID controller of the presentembodiment.

FIG. 9 is flow chart of the operation of one embodiment of the PIDcontroller.

FIG. 10 is plot of a proportional peak hold strategy.

DETAILED DESCRIPTION

In the following figures the same reference numerals will be used toidentify the same components. The present teachings may be used inconjunction with a yaw control system or a rollover control system foran automotive vehicle. However, the present teachings may also be usedwith a deployment device such as airbag or roll bar.

Referring to FIG. 1, an automotive vehicle 10 on a road surface 11 witha safety system is illustrated with the various forces and momentsthereon. Vehicle 10 has front right and front left tires 12 a and 12 band rear right tires and rear left tires 13 a and 13 b, respectively.The vehicle 10 may also have a number of different types of frontsteering systems 14 a and rear steering systems 14 b including havingeach of the front and rear wheels configured with a respectivecontrollable actuator, the front and rear wheels having a conventionaltype system in which both of the front wheels are controlled togetherand both of the rear wheels are controlled together, a system havingconventional front steering and independently controllable rear steeringfor each of the wheels, or vice versa. Generally, the vehicle has aweight represented as Mg at the center of gravity of the vehicle, whereg=9.8 m/s² and M is the total mass of the vehicle.

As mentioned above, the system may also be used with active/semi-activesuspension systems, anti-roll bar or other safety devices deployed oractivated upon sensing predetermined dynamic conditions of the vehicle.

The sensing system 16 is part of a control system 18. The sensing system16 may use a standard yaw stability control sensor set (includinglateral acceleration sensor, yaw rate sensor, steering angle sensor andwheel speed sensor) together with a roll rate sensor and a longitudinalacceleration sensor. The various sensors will be further describedbelow. The wheel speed sensors 20 are mounted at each corner of thevehicle, and the rest of the sensors of sensing system 16 may be mounteddirectly on the center of gravity of the vehicle body, along thedirections x, y and z shown in FIG. 1. As those skilled in the art willrecognize, the frame from b₁, b₂ and b₃ is called a body frame 22, whoseorigin is located at the center of gravity of the car body, with the b₁corresponding to the x axis pointing forward, b₂ corresponding to the yaxis pointing off the driving side (to the left), and the b₃corresponding to the z axis pointing upward. The angular rates of thecar body are denoted about their respective axes as ω_(x) for the rollrate, ω_(y) for the pitch rate and ω_(z) for the yaw rate. Thecalculations set forth herein may take place in an inertial frame 24that may be derived from the body frame 22 as described below.

The angular rate sensors and the acceleration sensors are mounted on thevehicle car body along the body frame directions b₁, b₂ and b₃, whichare the x-y-z axes of the vehicle's sprung mass.

The longitudinal acceleration sensor 36 is mounted on the car bodylocated at the center of gravity, with its sensing direction alongb₁-axis, whose output is denoted as a_(x). The lateral accelerationsensor 32 is mounted on the car body located at the center of gravity,with its sensing direction along b₂-axis, whose output is denoted asa_(y).

The other frame used in the following discussion includes the roadframe, as depicted in FIG. 1. The road frame system r₁r₂r₃ is fixed onthe driven road surface, where the r₃ axis is along the average roadnormal direction computed from the normal directions of thefour-tire/road contact patches.

In the following discussion, the Euler angles of the body frame b₁b₂b₃with respect to the road frame r₁r₂r₃ are denoted as θ_(xr), θ_(yr) andθ_(zr), which are also called the relative Euler angles.

Referring now to FIG. 2, the relationship of the various angles of thevehicle 10 relative to the road surface 11 is illustrated. One angle isa wheel departure angle θ_(wda), which is the angle from the axle or thewheel axis to the road surface 11. Also shown is a reference road bankangle θ_(bank), which is shown relative to the vehicle 10 on a roadsurface. The vehicle 10 has a vehicle body 10 a and vehicle suspension10 b. The relative roll angle θ_(xr) is the angle between the wheel axleand the body 10 a. The global roll angle θ_(x) is the angle between thehorizontal plane (e.g., at sea level) and the vehicle body 10 a.

Referring now to FIG. 3A, vehicle 10 is illustrated in an on-camberdivergent state. The on-camber divergent state refers to the vehiclehaving a greater than zero wheel departure angle, a greater than zerorelative roll angle, and a moment represented by arrow 25 tending toincrease the relative roll angle and the wheel departure angle. In thisexample, the bank angle is less than zero.

In FIG. 3B, when the bank angle is greater than zero, the wheeldeparture angle is greater than zero, the relative roll angle is greaterthan zero and the moment is also to the right or increasing the relativeroll angle and the wheel departure angle, the vehicle is in anoff-camber divergent state.

Referring now to FIG. 3C, a bank angle of less than zero, a wheeldeparture angle greater than zero, and a relative roll angle greaterthan zero is shown with a roll moment 25 acting to the left. Thus, thevehicle is in an on-camber convergent state. That is, the convergentstate refers to the vehicle tending towards not overturning.

Referring now to FIG. 3D, when the bank angle is greater than 0, thewheel departure angle is greater than zero, and the relative roll angleis greater than zero and the roll moment is tending to the left, thevehicle is in an off-camber convergent state. That is, the vehicle istending toward not rolling over.

Referring now to FIG. 4A, one embodiment of a roll stability controlsystem 18 is illustrated in further detail having a controller 26 usedfor receiving information from a number of sensors which may include ayaw rate sensor 28, a speed sensor 20, a lateral acceleration sensor 32,a roll rate sensor 34, a steering angle sensor (hand wheel position) 35,a longitudinal acceleration sensor 36, and steering angle positionsensor 37.

In one embodiment, the sensors are located at the center of gravity ofthe vehicle. Those skilled in the art will recognize that the sensorsmay also be located off the center of gravity and translatedequivalently thereto.

Lateral acceleration, roll orientation and speed may be obtained using aglobal positioning system (GPS). Based upon inputs from the sensors,controller 26 may control a safety device 38. Depending on the desiredsensitivity of the system and various other factors, not all the sensors20, 28, 32, 34, 35, 36, and 37, or various combinations of the sensors,may be used in a commercial embodiment. Safety device 38 may control anairbag 40, an active braking system 41, an active front steering system42, an active rear steering system 43, an active suspension system 44,and an active anti-roll bar system 45, or combinations thereof. Each ofthe systems 40–45 may have their own controllers for activating eachone. As mentioned above, the safety system 38 may be at least the activebraking system 41.

Roll rate sensor 34 may sense the roll condition of the vehicle based onsensing the height of one or more points on the vehicle relative to theroad surface. Sensors that may be used to achieve this include aradar-based proximity sensor, a laser-based proximity sensor and asonar-based proximity sensor.

Roll rate sensor 34 may also sense the roll condition based on sensingthe linear or rotational relative displacement or displacement velocityof one or more of the suspension chassis components which may include alinear height or travel sensor, a rotary height or travel sensor, awheel speed sensor used to look for a change in velocity, a steeringwheel position sensor, a steering wheel velocity sensor and a driverheading command input from an electronic component that may includesteer by wire using a hand wheel or joy stick.

The roll condition may also be sensed by sensing the force or torqueassociated with the loading condition of one or more suspension orchassis components including a pressure transducer in active airsuspension, a shock absorber sensor such as a load cell, a strain gauge,the steering system absolute or relative motor load, the steering systempressure of the hydraulic lines, a tire lateral force sensor or sensors,a longitudinal tire force sensor, a vertical tire force sensor or a tiresidewall torsion sensor.

The roll condition of the vehicle may also be established by one or moreof the following translational or rotational positions, velocities oraccelerations of the vehicle including a roll gyro, the roll rate sensor34, the yaw rate sensor 28, the lateral acceleration sensor 32, avertical acceleration sensor, a vehicle longitudinal accelerationsensor, lateral or vertical speed sensor including a wheel-based speedsensor, a radar-based speed sensor, a sonar-based speed sensor, alaser-based speed sensor or an optical-based speed sensor.

Based on the inputs from sensors 20, 28, 32, 34, 35, 36, 37, controller26 determines a roll condition and controls any one or more of thesafety devices 40–45.

Speed sensor 20 may be one of a variety of speed sensors known to thoseskilled in the art. For example, a suitable speed sensor 20 may includea sensor at every wheel that is averaged by controller 26. Thecontroller 26 translates the wheel speeds into the speed of the vehicle.Yaw rate, steering angle, wheel speed and possibly a slip angle estimateat each wheel may be translated back to the speed of the vehicle at thecenter of gravity. Various other algorithms are known to those skilledin the art. For example, if speed is determined while speeding up orbraking around a corner, the lowest or highest wheel speed may not beused because of its error. Also, a transmission sensor may be used todetermine vehicle speed.

Referring now to FIGS. 4A and 4B, controller 26 is illustrated infurther detail. There are two major functions in controller 26: therollover trend determination, which is called a sensor fusion unit 27A,and the feedback control command unit 27B. The sensor fusion unit 27Acan be further decomposed as a wheel lift detector 50, a transitiondetector 52 and a vehicle roll angle calculator 66.

Referring now to FIG. 5, the sensor fusion unit 27A is illustrated infurther detail. The sensor fusion unit 27A receives the various sensorsignals, 20, 28, 32, 34, 35, 36, 37 and integrates all the sensorsignals with the calculated signals to generate signals suitable forroll stability control algorithms. From the various sensor signals wheellift detection may be determined by the wheel lift detector 50. Wheellift detector 50 includes both active wheel lift detection and activewheel lift detection, and wheel grounding condition detection. Wheellift detector is described in co-pending U.S. provisional applicationSer. No. 60/400,375 filed Aug. 1, 2002, and U.S. patent application Ser.No. 10/608,909, which are incorporated by reference herein. The modulesdescribed below may be implemented in hardware or software in a generalpurpose computer (microprocessor). From the wheel lift detection module50, a determination of whether each wheel is absolutely grounded,possibly grounded, possibly lifted, or absolutely lifted may bedetermined. Transition detection module 52 is used to detect whether thevehicle is experiencing aggressive maneuver due to sudden steering wheelinputs from the driver. The sensors may also be used to determine arelative roll angle in relative roll angle module 54. Relative rollangle may be determined in many ways. One way is to use the rollacceleration module 58 in conjunction with the lateral accelerationsensor. As described above, the relative roll angle may be determinedfrom the roll conditions described above.

The various sensor signals may also be used to determine a relativepitch angle in relative pitch angle module 56 and a roll acceleration inroll acceleration module 58. The outputs of the wheel lift detectionmodule 50, the transition detection module 52, and the relative rollangle module 54 are used to determine a wheel departure angle in wheeldeparture angle module 60. Various sensor signals and the relative pitchangle in relative pitch angle module 56 are used to determine a relativevelocity total in module 62. The road reference bank angle block 64determines the bank angle. The relative pitch angle, the rollacceleration, and various other sensor signals as described below areused to determine the road reference bank angle. Other inputs mayinclude a roll stability control event (RSC) and/or the presence of arecent yaw stability control event, and the wheel lifting and/orgrounding flags.

The global roll angle of the vehicle is determined in global roll anglemodule 66. The relative roll angle, the wheel departure angle, and theroll velocity total blocks are all inputs to the global roll angle totalmodule 66. The global roll angle total block determines the global rollangle θ_(x). An output module 68 receives the global roll angle totalmodule 66 and the road reference bank angle from the road reference bankangle module 64. A roll signal for control is developed in roll signalmodule 70. The roll signal for control is illustrated as arrow 72. Asensitizing and desensitizing module 74 may also be included in theoutput module 68 to adjust the roll signal for control.

In the reference road bank angle module 64, the reference bank angleestimate is calculated. The objective of the reference bank estimate isto track a robust but rough indication of the road bank angleexperienced during driving in both stable and highly dynamic situations,and which is in favor for roll stability control. That is, thisreference bank angle is adjusted based on the vehicle driving conditionand the vehicle roll condition. Most importantly, when compared to theglobal roll estimate, it is intended to capture the occurrence andphysical magnitude of a divergent roll condition (two wheel lift) shouldit occur. This signal is intended to be used as a comparator against theglobal roll estimate for calculating the error signal which is fed backto roll stability controller 26.

In parallel with the above a transition controller 76 may implemented aswill be further described below. The roll signal for control 72 may beused as an input to a proportional-integral-derivative controller 78.The terminology for the PID controller 78 refers to its functions.However, the function of double derivative may be added and a functionsuch as integral may be used. For clarity the PID controller will beused for the controller even if all of the function proportional,integral or derivative functions are not used or if the doublederivative is used. In parallel to the process above, a transitionalcontroller may also be used. The transitional controller 76. Oneembodiment for example includes just the proportional and derivativefunctions.

The outputs of controller 76 and the controller 78 are provided to anarbitration module 80, which ultimately controls the safety system. Inthe present example, the safety system is a hydraulic safety system suchas a rollover control system using brakes. The arbitration module 80may, for example, simply choose the highest brake pressure requestedfrom the transition controller and the PID controller. Of course, aweighting may also be performed.

Referring now to FIG. 6, the operation of the transition controller 76is described in further detail. In this module, RSC control for thetransitional portion of a dynamic maneuver is performed. Thetransitional portion is the region in which the outputs of the sensorsare sill linear. That is, none are saturated. As briefly describedbelow, the transition controller may perform all or some of thefollowing.

Caliper pre-charge functionality. During control interventions requiringmaximum pressure build rates, significant delays in pressure buildsoccur due to the relatively large volume of fluid required to establishcaliper pressure in the lower pressure range. The higher volumeconsumption is due to the air gap between the rotor and linings, as wellas the high effective compliance of the brake system at low pressures.The transition controller 76 includes pre-charging functionality tomitigate initial delays in establishing caliper pressure by applying lowlevels of pressure when steering activity suggests an RSC event iseminent.

Yaw Damping. The under-damped nature of the yaw dynamics of the vehiclecan result in yaw rate overshoot in transitional maneuvers. Excessiveyaw rate overshoot in limit maneuvers results in excessive side slipangles which can result in lateral forces that significantly exceed thesteady state cornering capacity of the vehicle and can significantlyreduce the roll stability margin of the vehicle. As a preventativemeasure, yaw damping may be provided to minimize the occurrence ofexcessive lateral forces and vehicle side slip angles that might exposethe vehicle to excessive lateral forces and tripping mechanisms. Thephase of the brake interventions resulting from this module introducessignificant yaw damping during aggressive maneuvers. A goal is toprovide as much yaw damping as possible without inhibiting theresponsiveness of the vehicle or becoming intrusive.

Roll Damping. For sufficiently aggressive transitional maneuvers, theroll momentum can result in a lifting of the center of gravity of thevehicle at the end of the transition and may result in excessive wheellift. It is an objective of this module to introduce effective rolldamping before the occurrence of wheel lift by rounding off the build uplateral force when needed as they approach their peak levels in thefinal phase of the transition.

Pressure Build Prediction. In addition to the caliper pre-chargefunctionality, pressure build prediction and actuator delay compensationhave been introduced in this module. Limitations in pressure build ratesare compensated for by projecting forward when a pre-determined pressurelevel is likely to be requested, based on the relative roll angle, rollrate, roll acceleration, and estimated caliper pressure. Pressure isbuilt during the transition so that the desired peak pressure can beachieved when it is needed to reduce the effects of limited pressurebuild rates.

Feed forward control. In this module, steering information, front sideslip angle information and relative roll information is used to achievea feed forward component of control from the point of view of the PIDcontroller 78. Feed forward information is used to build significantpressure where needed to reduce the demands on the PID controller 78 fora given RSC event and to extend the functional envelop of the RSCsystem. For mild and moderate events, stability performance is achievedwith lower levels of PID intervention. In conjunction with feed-forwardcontrol, PID control is able to handle more extreme maneuvers than wouldbe possible without feed-forward control for two primary reasons. First,by the time the PID controller 78 has requested intervention, thevehicle will be in a more stable condition due to the feed forwardcontrol. Second, when the PID controller 78 does request pressure,significant pressure will already exist in the caliper, allowing the PIDcontroller to achieve the required pressure much more quickly.

Gradient Control. Proportional plus Derivative control is implementedfor roll angle and front linear side slip angle in the PID controller78. For the PID controller 78, relative roll is used for theproportional term, and roll velocity is used for the derivative term.Because relative roll is used, this controller is robust to integrationerrors that might occur in the total roll estimate. As a result, it ispossible to make the transition controller 76 more sensitive than thePID controller without the adverse consequences of integrator drift inthe state estimates.

Establish initial conditions for PID controller 78. Because this moduleis designed to lead the PID control intervention in a given maneuver,PID control can be initiated at significantly higher pressure, requiringless error to achieve the critical pressure required to stabilize thevehicle.

Progressive Pressure Build. The transition controller 76 builds anddecreases pressure with a minimum amount of jerk. This supports smoothtransparent interventions and reduces the potential for exciting pitchdynamics in the vehicle.

Transparency. The transition controller 76 may also builds pressure inparallel with the transition in lateral acceleration. Because thelongitudinal acceleration is building at the same time as the reversalin lateral acceleration, the pitch motion is more in phase with the rollmotion, resulting in a coherent body motion. Additionally, because thebuild up of longitudinal acceleration is much smaller than the change inlateral acceleration, the brake intervention becomes overshadowed by thelateral jerk.

Referring now to FIG. 6, the transition controller 76 includes thefollowing inputs:

-   -   a filtered steering angle rate (FILTERED_STEER_ANGLE_RATE) input        90, a final wheel lift status (FINAL_WHEEL_LIFT_STATUS) 92, a        filtered lateral acceleration (FLT_LAT_ACC) input 94, a filtered        roll rate (FLT_ROLL_RATE) input 96, a filtered yaw rate        (FLT_YAW_RATE) signal 98, a Get_ayc_reverse_movement input 100,        a Get_rsc_disabled input 102, a        PID_INCREASE_REQUESTED_PRESSURE[FL] input 104, a        PID_INCREASE_REQUESTED_PRESSURE[FR] input 106, a        PID_STBLZ_PRES[FL] input 108, a PID_STBLZ_PRES[FR] input 110, a        RECENT_LEFT_WHEEL_LIFT input 112, a RECENT_PID_ACTIVATION input        114, a RECENT_PID_CONTROL input 116, a RECENT_RIGHT_WHEEL_LIFT        input 118, a REF_VELOCITY_YC input 119, a REL_ROLL_ANGLE input        120, a RSC_Disable_after_sensor_self_test input 122, an        RSC_DISABLED input 124, a SLOW_FLT_YAW_ACC input 126, a        Status_first_run input 128, a STEERING_WHEEL_ANGLE input 130, a        WDA_LIFT_SUSPECTED input 132, Z1_REL_ROLL_ANGLE input 134, a        ss_dpss_YAW_ACCELERATION2 input 136, a AYC_SLIP_ANGLE_RATE_RA        input 138, a WHEEL_DEPARTURE_ANGLE input 140, and a        Predicted_AY_from_SWA input 144.

The transition controller 76 has the following outputs FLPrechargeActive(flag) output 150, a FLPreohargePress (bar) output 152, aFRPrechargeActive (flag) output 154, a FRPrechargePress (bar) output158, an INST_BANK_ANGLE_EST output 158, a LEFT_TO_RIGHT_TRANSITION(flag) output 160, and a RIGHT_TO_LEFT_TRANSITION (flag) output 162.

The transition controller 78 also has predefined calibratable parameterthat have the following definitions:

-   -   scale_LNR_REAR_LATA_FILTER: In the present example a value of        1024.0 unitless was used.    -   value_LNR_REAR_LATA_LOW_PASS_FILTER_FREQ: In the present example        a value of 10.0 Hz was used.    -   p_ALPHA_LNR_REAR_LATA_FILTER_COEFF: (LOOP_TIME*        value_LNR_REAR_LATA_LOW_PASS_FILTER_FREQ*        scale_LNR_REAR_LATA_FILTER)    -   p_BETA_LNR_REAR_LATA_FILTER_COEFF: ((1.0-(LOOP_TIME*        value_LNR_REAR_LATA_LOW_PASS_FILTER_FREQ))*        scale_LNR_REAR_LATA_FILTER)    -   BASE_MATCHING_PRESSURE: In the present example a value of −177.0        bar was used. The matching pressure for the precharge prediction        at a mu level of zero.    -   MATCHING_PRESSURE_MU_GAIN: In the present example a value of        3000 bar/g was used. The gain with which the matching pressure        is increased as mu is increased.    -   EXPECTED_SWA_LEAD_TIME_MU_GAIN: The gain for determining how far        in advance the predicted steering wheel angle sign crossing will        cause a positive or negative SWA expected flag. In the following        example, values 0.4–0.5 sec/g were used.    -   SpeedDpndntAyChng (linear interpolation function of vehicle        speed): The speed dependent threshold for determining if the        driver is requesting a rapid change in lateral acceleration. The        following table illustrates the numbers used in the present        example.

SpeedDpndntAyChng V (mps) (mps2/sec) 0 33 17.9 33 22.4 30 26.79 25 31.316 83 11

-   -   RECENT_RAPID_AY_TIME: In the present example a value of 150        loops was used. The time in loops for which the recent rapid ay        flag is held high after the rate of change of the lateral        acceleration requested by the driver exceeds the threshold.    -   LARGE_ROUGH_MU: In the present example a value of 0.7 g's was        used. Large rough mu threshold for determining significant        dynamics.    -   RECENT_LARGE_ROUGH_MU_TIME: In the present example a value of        150 loops was used. The time in loops for which the recent large        rough mu flag is held high after the rough mu estimate exceeds a        predetermined threshold.    -   KP_REL_ROLL: In the present example a value of 8.0 bar/deg was        used. Proportional pressure gain for relative roll feedback.    -   KD_REL_ROLL: In the present example a value of 2.0 bar/deg/s was        used. Derivative pressure gain for relative roll feedback.    -   REL_ROLL_DB: In the present example a value of 5.4 deg was used.        Deadband for proportional feedback on relative roll.    -   REL_ROLL_PD_PRESS_FILT: In the present example a value of        1.0/5.0 unitless was used. Filter coefficient used in filtering        the relative roll Proportional plus derivative feedback        requested pressure.    -   KP_SS_LIN_FRONT: In the present example a value of 10.0 bar/deg        was used. Proportional pressure gain for front linear side slip        angle feedback.    -   KD_SS_LIN_FRONT: In the present example a value of 2.5 bar/deg/s        was used. Derivative pressure gain for front linear side slip        angle feedback.    -   FT_CRNRG_CMPLNCE Front cornering compliance: In the present        example, values between 6 and 8.18 deg/g were used.    -   RR_CRNRG_CMPLNCE Rear cornering compliance: In the present        example, values between 3 and 5 deg/g were used.    -   SS_LIN_FRONT_DB: In the present example a value of 8.2 deg/g was        used. Deadband for proportional feedback on front linear side        slip angle feedback.    -   SS_LIN_PD_PRESS_FILT: In the present example a value of 1.0/16.0        unitless was used. Filter coefficient used in filtering the        front linear side slip angle proportional plus derivative        feedback requested pressure.    -   MAX_PRECHARGE_TIME: In the present example a value of 70 loops        was used. Time in loops after which under certain conditions,        the precharge pressure is forced down at the maximum rate.    -   PRECHARGE_BUILD_TIME: In the present example a value of 20 loops        was used. Time in loops before which under certain conditions,        the precharge pressure is ramped down at the target build rate.    -   TARGET_BUILD_RATE: In the present example a value of 100.0        bar/sec was used. The target build rate for the precharge        strategy while in prediction mode.    -   LARGE_DYNAMICS_BUILD_RATE: In the present example a value of        250.0 bar/sec was used. The pressure build rate for the        precharge strategy when either the relative roll or front linear        side slip angle PD pressures exceed the current precharge        pressure on a given corner of the vehicle.    -   VELOCITY_MIN_(—)10: In the present example a value of 10.0 mps        was used. Minimum velocity below which the precharge strategy        will not be enabled.    -   ROUGH_MU_HOLD_TIME: In the present example a value of 150 counts        was used. The time in loops for which the rough mu estimate will        be held high after an increase in value.    -   ROUGH_MU_RAMP_DOWN_RATE: In the present example a value of 0.2        g's/sec was used. The rate at which the rough mu estimate will        be ramped down after the rough mu hold time is exceeded.    -   BASE_PRESSURE_MU_GAIN: In the present example a value of 15.0        bar/g was used. The gain for determining the precharge pressure        from rough mu, due to rapid steering input.    -   RATE_LIMIT_dAY_FROM_SWA: In the present example, values between        70 mps2/s/s; and 140 mps2/s/s were used. The rate limit for the        decrease in value of the rate limited signal representing the        rate of change of lateral acceleration being requested by the        driver.    -   MIN_FL_REL_ROLL_PD_PRESS: In the present example a value of −320        bar was used. Lower bound for relative roll        proportional/derivative pressure.    -   MAX_FL_REL_ROLL_PD_PRESS: In the present example a value of −320        bar was used. Upper bound for relative roll        proportional/derivative pressure.    -   FAST_PRESS_REDUCTION_RATE: In the present example a value of 200        bar/s was used. The fast pressure reduction rate for the        precharge strategy while in prediction mode.    -   AVG_Steering_Ratio: In the present example a value of 16 deg/deg        was used. The ratio of steering to wheel.    -   Rel_Roll_Vel_FLT_Coeff: In the present example a value of (16)        1/16^(th) filter coefficient was used in filtering relative roll        velocity.    -   MIN_REF_VELOCITY_YC: In the present example a value of 0.01 kph        was used to prevent divide by 0 when the reference velocity is        too small.    -   lin_frnt_vel_filter_coeff: In the present example a value of        (16.0) 1/16^(th) filter coefficient was used in filtering linear        front velocity.    -   max_RoughMU: In the present example a value of 1.0 was used.        Upper bound for Rough MU upper and lower    -   min_RoughMU: In the present example a value of 0.1 was used.        Lower bound for Rough MU upper and lower    -   MAX_THRESHOLD_FOR_PREDICTED_POS_SWA: In the present example a        value of −90 degrees was used. SWA threshold for predicting        crossover to the left.    -   MIN_THRESHOLD_FOR_PREDICTED_POS_SWA: In the present example a        value of 90 degrees was used. SWA threshold for predicting        crossover to the right.    -   MIN_POS_SWA_THRESHOLD: In the present example a value of 0.1        degree was used. The SWA threshold for predicting crossover to        the left.    -   MAX_POS_SWA_THRESHOLD: In the present example a value of −0.1        degree was used. The SWA threshold for predicting crossover to        the right.    -   FRNT_SLIP_ANGLE_THRESHOLD_POS_SIG_DYN: In the present example a        value of 0.4 Force threshold was used in setting        Significant_Dynamics flag.    -   VELOCITY_MIN_TO_EXIT_(—)7: In the present example a value of 7.0        m/s was used. Lower bound on longitudinal velocity for setting        ENABLE_RSC_PRECHARGE flag.    -   MIN_SLIP_ANGLE_FOR_PRCHG_ACT: In the present example a value of        0.1 degrees was used. Minimum slip angle for precharge_active        flags.    -   TRANSITION_AY_THRESHOLD: In the present example a value of 0.5        G's was used. Lateral acceleration threshold to initiate        moderate ay counters.    -   TRANSITION_HOLD_TIME: In the present example a value of 100        loops was used. Initial value for moderate ay counters.    -   VHCL_MASS: In the present example a value of 3033.0 kg was used.        Vehicle mass.    -   CG_TO_RR_AXLE: In the present example a value of 1.471 m was        used. Distance from vehicle center of gravity to rear axle.    -   CG_TO_FRT_AXLE: In the present example a value of 1.546 m was        used. Distance from vehicle center of gravity to front axle.    -   AY_SNSR_TO_RR_AXLE: In the present example a value of −1.791 m        was used. Distance from ay sensor to rear axle.    -   WHEEL_BASE (CG_TO_FRT_AXLE+CG_TO_RR_AXLE)    -   AY_TO_CG (CG_TO_RR_AXLE+AY_SNSR_TO_RR_AXLE)    -   YAW_MMT_INERTIA: In the present example a value of 6303.5        kg-m/s^2 was used. Moment of inertia about the Z axis.    -   G_TO_MPS2: In the present example a value of 9.81 m/s^2/G was        used. Convert from G's to m/s^2.    -   value_MAX_ANGLE (45.0 degrees): Upper limit for the estimate of        the instantaneous bank angle    -   MAX_ANGLE (value_MAX_ANGLE/deg_RES_ROLL_ANGLE)    -   ss_RES_dAYFromSWA: In the present example a value of 0.004375        was used. Scaling for dAYFromSWA.    -   MIN_dAY_FROM_SWA: In the present example a value of        −100.00/ss_RES_dAYFromSWA was used. Lower limit for dAYFromSWA.    -   MAX_dAY_FROM_SWA: In the present example a value of        100.00/ss_RES_dAYFromSWA was used. Upper limit for dAYFromSWA.    -   LARGE_SWA_RATE_THRESH: In the present example a value of 700        deg/s was used. Threshold to reset recent large swa rate timers.    -   RECENT_WHEEL_LIFT_TIME: In the present example a value of        1/looptime was used. Initial value for recent wheel lift timers.    -   rpss_RES_YAW_ACC (dpss_RES_YAW_ACC *pc_DEG_TO_RAD): Scaling for        yaw acceleration in radians.    -   MIN_dAY_FROM_YAW_ACC: In the present example a value of        −100.0/ss_RES_dAYFromSWA was used. Lower limit for        ssDAyFromYawAcc.    -   MAX_dAY_FROM_YAW_ACC: In the present example a value of        100.00/ss_RES_dAYFromSWA was used. Upper limit for        ssDAyFromYawAcc.    -   p_dpg_RR_CRNRG_CMPLNCE: In the present example a value of 4.68        deg/g U228 was used. Rear cornering compliance.    -   dps_RES_BETA_PRIME(rps_RES_YAW_RATE*pc_RAD_TO_DEG): Scaling for        ssDAyFromBetaPRA.    -   MIN_dAY_FROM_BETAPRA: In the present example a value of        −140.0/ss_RES_dAYFromSWA was used. Lower limit for        ssDAyFromBetaPRA.    -   MAX_dAY_FROM_BETAPRA: In the present example a value of        140.0/ss_RES_dAYFromSWA was used. Upper limit for        ssDAyFromBetaPRA.    -   YawAcc2SWARate_x_tab: In the present example a value of {0, 30,        50, 70, 203} MPH was used. X interpolation table for        ssYawAcc2SWARateFraction.    -   YawAcc2SWARate_y_tab: In the present example a value of {0.66,        0.66, 0.60, 0.50, 0.50} fraction was used. Y interpolation table        for ssYawAcc2SWARateFraction.    -   YawAcc2SWARate_len: In the present example a value of 5 unitless        was used. The number of entries in the interpolation tables for        ssYawAcc2SWARateFraction.    -   BetaDotRA2SWARate_x_tab: In the present example a value of {0,        30, 50, 203} MPH was used. X interpolation table for        ssBetaDotRA2SWARateFraction.    -   BetaDotRA2SWARate_y_tab: In the present example a value of        {0.35, 0.35, 0.50, 0.50} fraction was used. Y interpolation        table for ssBetaDotRA2SWARateFraction.    -   BetaDotRA2SWARate_len: In the present example a value of 4        unitless was used. The number of entries in the interpolation        tables for ssBetaDotRA2SWARateFraction.    -   Build_rate_x_tab: In the present example a value of {0, 30, 50,        max} mps2/sec was used. X lookup table for build rate.    -   Build_rate_y_tab: In the present example a value of {100, 100,        250, 250} bar/sec was used. Y lookup table for build rate.    -   Build_rate_tab_len: In the present example a value of 4 unitless        was used. Length of build rate lookup tables for interpolation.    -   FRNT_SLIP_ANGLE_THRESHOLD_POS_SIG_DYN: In the present example a        value of 0.4 G was used. Threshold for Front linear slip angle.    -   MIN_MATCH_PRESS_(—)2_PD_PRESS_DELTA: In the present example a        value of 1.0 bar was used. Lower limit on        PDRelRollMatchPressDelta.    -   MIN_INST_BUILD_RATE: In the present example a value of 100.0 bar        was used. Minimum for InstRelRollBuildRate.    -   MAX_INST_BUILD_RATE: In the present example a value of 300.0 bar        was used. Maximum for InstRelRollBuildRate.    -   TARGET_DUMP_RATE: In the present example a value of 150 bar/s        was used. Rate for reducing pressure.    -   UPPER_BOUND_ON_TIME_FOR_DETECTION: In the present example a        value of 0.400 was used. Upper bound in time for increasing swa        detection.    -   YAW_RATE_PD_PRESS_FILT: In the present example a value of        1.0/16.0 was used. Corresponds to roughly 2 Hz cutoff.    -   AY_FROM_SWA_THRESH_FOR_DIRECTION_CHANGE: In the present example        a value of 0.5 g was used. Sign dependent threshold used in the        first set of conditions that must exist to disable the yaw rate        PD controller from increasing final requested pressure—when the        magnitude of predicted lateral acceleration from steering wheel        angle drops below this threshold.    -   TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE: In the present example        a value of 0.020 sec was used. Minimum contiguous time used to        indicate a steering wheel direction change—used as the second        set of conditions to disable the yaw rate PD controller from        increasing final requested pressure.    -   SWA_VEL_FOR_DETECTING_SWA_DIRECTION_CHANGE: In the present        example a value of 400 deg/s was used. Sign dependent steering        velocity threshold which is multiplied by parameter        TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE to define the minimum        change required in steering wheel angle magnitude, defining the        third condition that must be met before disabling the yaw rate        PD controller.    -   Rsc_kp_yaw_rate Yaw Rate Controller Kp    -   Rsc_kd_yaw_rate Yaw Rate Controller Kd

Referring now to FIG. 7, a flowchart of one embodiment of the operationof the transition controller 76 is illustrated. It should be noted thatnot all steps may be included in an actual embodiment. Further, theparameters and constants are set forth by way of example and are notmeant to be limiting. In step 180, the various sensors described aboveare read. In step 182 various inputs from other sensors are obtained.These inputs correspond to inputs 90–142 of FIG. 6. In step 184 thelocal variables described above are obtained. These local variablesinclude the lateral force, slip angle and lateral velocity at the frontaxle. These are determined as follows:

FrontLatForce=((VHCL_MASS*CG_TO_RR_AXLE/WHEEL_BASE) *FLT_LAT_ACC)+(SLOW_FLT_YAW_ACC*((VHCL_MASS*CG_TO_RR_AXLE *AY_TO_CG)+YAW_MMT_INERTIA)/(WHEEL_BASE);FrontLnrSlipAngle=−FrontLatForce*(FT_CRNRG_CMPLNCE*WHEEL_BASE)/(VHCL_MASS*CG_TO_RR_AXLE*G_TO_MPS2);CurrentFrontLnrLatVel=FrontLnrSlipAngle*REF_VELOCITY_YC;

Also the lateral force, slip angle and lateral velocity at the rear axleare determined as follows:

RearLatAcc=FLT_LAT_ACC+(SLOW_FLT_YAW_ACC*AY_SNSR_TO _RR_AXLE);RearLatForce=(VHCL_MASS*(CG_TO_FRT_AXLE/WHEEL_BASE)*FLT_LAT_ACC)+(SLOW_FLT_YAW_ACC*((VHCL_MASS*CG _TO_FRT_AXLE*AY_TO_CG)−YAW_MMT_INERTIA) /WHEEL_BASE;RearLnrSlipAngle=(−1)*RearLatForce*(RR_CRNRG_CMPLNCE*WHEEL_BASE)/(VHCL_MASS*CG_TO_FRT_AXLE *G_TO_MPS2);CurrentRearLnrLatVel=RearLnrSlipAngle*REF_VELOCITY _YC;

In step 186 the component of the lateral acceleration at the rear axledue to the change in linear lateral velocity at the rear axle iscalculated as follows:

RearLnrLatAcc=(CurrentRearLnrLatVel−REAR_LNR _LAT_VEL)/LOOP_TIME;FltRearLnrLatA=ALPHA_LNR_REAR_LATA_FILTER_COEFF*RearLnrLatAcc+BETA_LNR_REAR_LATA_FILTER _COEFF*REAR_LNR_LAT_ACC;

In step 188 the instantaneous bank angle based on rear axle informationis determined as follows:

SineOfInstBnkAngle=((RearLatAcc−FltRearLnrLatA)−(FLT_YAW_RATE*REF_VELOCITY_YC))*MPS2_TO_G; //Limit magnitude ofBank.Angle to 45 degrees if(SineOfInstBnkAngle<=−SCALED_ASIN_INPUT_LIMIT) INST_BANK_ANGLE_EST =−1.0 * MAX_ANGLE; else if (SineOfInstBnkAngle>=SCALED_ASIN_INPUT_LIMIT)INST_BANK_ANGLE_EST= MAX_ANGLE; elseINST_BANK_ANGLE_EST=COMPUTE_ARC_SINE_OF_INPUT (SineOfInstBnkAngle);

In step 190 the rate of change of requested lateral acceleration basedon steering velocity is determined. A product of the steering velocitymultiplied by the steering gain of the vehicle is obtained, where thesteering gain is defined as the ratio of the lateral acceleration tosteering wheel angle in a steady state turn. This gain is expressed as afunction of speed. The product is passed through a low pass filter toachieve the resultant rate of change of lateral acceleration beingrequested by the driver. This signal is used to help define the strengthof the transition being requested by the driver. This determined in theflowing:

temp_For_SWA=REF_VELOCITY_YC*REF_VELOCITY_YC/(RAD_TO_DEG*WHEEL_BASE*G_TO_MPS2);K_SWA_TO_AY=temp_For_SWA*G_TO_MPS2/(1+temp_For_SWA*(FT_CRNRG_CMPLNCE−RR_CRNRG_CMPLNCE));dAYFromSWA=LIMIT(FILTERED_STEER_ANGLE_RATE*K_SWA_TO_AY/AVG_Steering_Ratio, min_dAY_from_SWA, max_dAY_from_SWA);

In step 192 a rate limited lateral acceleration from steering wheelangle dAYfromSWA is determined. The delay factor in the response of thepower steering system may cause the system to have to catch-up to thepressure desired by the vehicle operator. For very aggressive steeringinputs, power steering catch-up can cause a significant reduction insteering velocity for up to 200 ms. This can cause an interruption inpressure build when it is needed most. To prevent this, rate limitedversions of dAYfromSWA are implemented for both the positive andnegative directions. Each signal is allowed to increase in value asrapidly as the input signal. However, the decrease in value is ratelimited by RATE_LIMIT_dAY_FROM_SWA. Both signals are limited to positivevalues and represent the magnitude of the rate of change in the positiveand negative direction respectively. This is determined as follows:

if(dAYFromSWA>POSRateLimiteddAYFromSWA)POSRateLimiteddAYFromSWA=dAYFromSWA; else {POSRateLimiteddAYFromSWA−=RATE_LIMIT_dAY _FROM_SWA*LOOPTIME;if(POSRateLimiteddAYFromSWA<dAYFromSWA)POSRateLimiteddAYFromSWA=dAYFromSWA; }POSRateLimiteddAYFromSWA=MAX(0,POSRateLimited dAYFromSWA); if(−dAYFromSWA>NEGRateLimiteddAYFromSWA)NEGRateLimiteddAYFromSWA=−dAYFromSWA; else { NEGRateLimiteddAYFromSWA−=RATE_LIMIT_dAY_FROM_SWA*LOOPTIME; if(NEGRateLimiteddAYFromSWA<(−1*dAYFromSWA))NEGRateLimiteddAYFromSWA=−1*dAYFromSWA; }NEGRateLimiteddAYFromSWA=MAX(0,NEGRateLimiteddAY FromSWA);

In step 194 a change in lateral acceleration from yaw accelerationdAYfromYawAcc and a change in lateral acceleration from the rate ofchange of the side slip at the rear axle in dAyFromBetaPRA isdetermined. Each signal is allowed to increase in value as rapidly asthe input signal. These signals are scaled to provide a similar profileto DAyFromSWA. Final max and min DAyDt's are calculated by comparingdAYfromYawAccScldToSWA, dAyFromBetaPRAScldToSWA, and dAYFromSWA. TheseDayDt's can be positive or negative. Max and min rate limited DayDt'sare calculated by comparing dAYfromYawAccScldToSWA,dAyFromBetaPRAScldToSWA, and rate limited. DAyFromSWA's. These ratelimited DayDt's are always positive. They are calculated as follows:

ssDAyFromYawAcc=LIMIT((ss_dpSS_YAW_ACCELERATION2*ss_mps_REF_VELOCITY_YC/(ss_RES_dAYFromSWA/(rpss_RES_YAW_ACC*mps_RES_REF_VELOCITY_YC))), MIN_dAY_FROM_YAW_ACC,MAX_dAY_FROM_YAW_ACC); ssDAyFromBetaPRA =LIMIT((AYC_SLIP_ANGLE_RATE_RA*(1024.0)/((ss_RES_DayFromSWA*p_dpg_RR_CRNRG_CMPLNCE*1024.0)/(dps_RES_BETA_PRIME *pc_G_TO_MPS2))),MIN_dAY_FROM_BETAPRA, MAX_dAY_FROM_BETAPRA);ssYawAcc2SWARateFraction=AYC_INTPOL2(ss_mps_REF _VELOCITY_YC,YawAcc2SWARate_x_tab,YawAcc2SWA Rate_y_tab, YawAcc2SWARate_len);ssBetaDotRA2SWARateFraction=AYC_INTPOL2(ss_mps_REF _VELOCITY_YC,BetaDotRA2SWARate_x_tab, BetaDotRA2SWARate_y_tab, BetaDotRA2SWARatelen); ssDAyFrmYwAccScldToSWA=ssDAyFromYawAcc*ssYawAcc2SWARateFraction/(1024.0);ssDAyFrmBetaPScldToSWA=ssDAyFromBetaPRA*ssBetaDotRA2SWARateFraction/(1024.0); ssFinalMaxDAyDt=max(dAYFromSWA,ssDAyFrmYwAccScld ToSWA); ssFinalMaxDAyDt=max(ssFinalMaxDAyDt,ssDAyFrmBeta PScldToSWA);ssFinalMaxRtLmtdDAyDt=max(POSRateLimiteddAYFromSWA,ssDAyFrmYwAccScldToSWA); ssFinalMaxRtLmtdDAyDt=max(ssFinalMaxRtLmtdDAyDt, ssDAyFrmBetaPScld ToSWA);ssFinalMinDAyDt=min(dAYFromSWA, ssDAyFrmYwAccScld ToSWA);ssFinalMinDAyDt=min(ssFinalMinDAyDt, ssDAyFrmBeta PScldToSWA); /*SinceNEGRateLimiteddAYFromSWA is limited to positive values, use MAX ofnegated DAy's derived from YawAcc and BetaP*/ssFinalMinRtLmtdDAyDt=max(NEGRateLimiteddAYFromSWA,((−1)*ssDAyFrmYwAccScldToSWA));ssFinalMinRtLmtdDAyDt=max(ssFinalMinRtLmtdDAyDt,((−1)*ssDAyFrmBetaPScldToSWA));

In step 196 a rough estimate of the mu level of the road surface isdetermined. The primary objective is not precise estimation of the mulevel (although one could be used), but an indication of the lateralforces expected to be experienced after the transition. The Rough MUestimate is allowed to increase with the magnitude of the lateralacceleration. The value is held high for the period ROUGH_MU_HOLD_TIMEfollowing any loop in which the Rough MU estimate is increased by thelateral acceleration. Then it is allowed to ramp down at a predefinedramp rate. The important property for this calculation is that itpreserves for the duration of the event, the lateral forces experiencedimmediately before the transition. This information is then used as apredictor of what the forces are likely to be seen after the transition.This is in turn used to determine the pressure build profile during thetransition. The Rough MU signals are bounded between 1.0 and 0.1.

A Rough MU Upper is determined by:

if(FLT_LAT_ACC > RoughMUUpper*G_TO_MPS2) { ROUGH_MU_UPPER_TIMER=0;RoughMUUpper=FLT_LAT_ACC/G_TO_MPS2; } else {if(ROUGH_MU_UPPER_TIMER<ROUGH_MU_HOLD_TIME) ROUGH_MU_UPPER_TIMER++; elsess_RoughMUUpper−=ROUGH_MU_RAMP_DOWN _RATE*LOOP_TIME); } if(RoughMUUpper>max_RoughMU)RoughMUUpper=max _RoughMU; if(RoughMUUpper<min_RoughMU)RoughMUUpper =min_RoughMU;

A Rough MU Lower is determined by:

if(−FLT_LAT_ACC>RoughMULower*G_TO_MPS2) { ROUGH_MU_LOWER_TIMER=0;RoughMULower=−FLT_LAT_ACC/G_TO_MPS2; } else {if(ROUGH_MU_LOWER_TIMER<ROUGH_MU_HOLD_TIME) ROUGH_MU_LOWER_TIMER++; elsess_RoughMULower−=(ROUGH_MU_RAMP_DOWN _RATE*LOOP_TIME); }if(RoughMULower>max_RoughMU)RoughMULower=max_Rough MU;if(ss_RoughMULower<min_RoughMU)RoughMULower=min _RoughMU;

A Final Rough MU is determined by:RoughMU=max(RoughMUUpper,RoughMULower);

In step 198 a Matching Pressure is determined. The matching pressure iscalculated based on the Rough MU level. Higher mu levels result inhigher matching pressure. The matching pressure is used in theprediction strategy to compensate for the finite build rate availablefrom the hydraulic system. The matching pressure is determined in thefollowing:MatchingPressure=BASE_MATCHING_PRESSURE+RoughMU*MATCHING_PRESSURE_MU_GAIN;if (MatchingPressure<0.0)MatchingPressure=0.0;

In step 200 a predicted SWA sign change is determined. In this sectiontwo flags are calculated POS_SWA_EXPECTED and NEG_SWA_ESPECTED.POS_SWA_EXPECTED is set to true if the steering wheel angle is positivein the current loop or expected to be positive within a certain periodof time. This period of time or signal lead is mu dependent and isintended to allow more lead in building the caliper precharge pressurefor higher mu estimates. It has been experimentally determined that hasindicated that on high mu and for large steering rates, initiating thepressure build after the sign crossing of the steering wheel angle maynot allow adequate pressure to be built during the transition to cancelthe resulting dynamic oversteer. A similar calculation is performed forthe negative direction. The prediction of sign change of SWA isdetermined by:

POS_SWA_EXPECTED=(RoughMU*FILTERED_STEER_ANGLE_RATE*EXPECTED_SWA_LEAD_TIME_MU_GAIN+min(STEERING _WHEEL_ANGLE,MAX_THRESHOLD_FOR_PREDICTED_POS_SWA)>MIN_POS_SWA_THRESHOLD)||(STEERING_WHEEL_ANGLE>MIN_POS_SWA_THRESHOLD);NEG_SWA_EXPECTED=(RoughMU*FILTERED_STEER_ANGLE_RATE*EXPECTED_SWA_LEAD_TIME_MU_GAIN+max(STEERING _WHEEL_ANGLE,MIN_THRESHOLD_FOR_PREDICTED_POS_SWA)<MAX_POS_SWA_THRESHOLD)||(STEERING_WHEEL_ANGLE<MAX_POS_SWA_THRESHOLD);

In step 202 the RSC Precharge Status flags are enabled. The enable flagis true in any loop for which the precharge pressure can be implemented.In the present example the vehicle should be above a minimum speed andthe rollover stability control (RSC) system must not be disabled for theflag to be true, otherwise it will be forced to a false state. A recentPID event or a combination of sufficiently high steering 100 velocitiesand recent large lateral acceleration may also be required for the flagto be set true.

Several steps are used in setting the flags. First, it is determinedwhether a rapid change in lateral acceleration has recently occurred.This is used as an indicator that a transitional maneuver is occurring.The code for such is:

if(max(FinalMaxDAyDt,−FinalMinDAyDt)>SpeedDpndntAyChng)Recent_Rapid_AY_Counter=RECENT_RAPID_AY _TIME; else if(Recent_Rapid_AY_Counter>0)Recent_Rapid_AY _Counter−−;RECENT_RAPID_AY=Recent_Rapid_AY_Counter > 0;

Next it is determined whether a large rough mu has recently beenexperienced. This flag is used to indicate that a near limit conditionis or has recently occurred.

-   -   RECENT_LARGE_ROUGH_MU=RoughMU>LARGE_ROUGH_MU;

Then it is determined whether a moderate linear slip is or has recentlyoccurred at the front axle as in:

if (ABS(FrontLnrSlipAngle)>((FRNT_SLIP_ANGLE_THRESHOLD_POS_SIG_DYN*FT_CRNRG_CMPLNCE)))RECENT_MODERATE_FRONT_AXLE_LNR_SLIP_COUNTER=(RECENT_MODERATE_FRONT_LINEAR_SLIP/LOOP_TIME); else if (RECENT_MODERATE_FRONT_AXLE_LNR_SLIP_COUNTER>0)RECENT_MODERATE_FRONT_AXLE_LNR_SLIP_COUNTER−−;

Then, it is determined whether a recent absolutely lifted has beendetermined for a wheel OR whether a recent pre lift has been sensed.This is set forth in code by:

if (((FINAL_WHEEL_LIFT_STATUS[FL]==ABSOLUTELY_LIFTED)&&(FLT_LAT_ACC>S16_RND(0.85/g_RES_LAT_ACC)))||WDA_LIFT_SUSPECTED[FL]) {RECENT_LEFT_WHEEL_LIFT_TIMER=RECENT_WHEEL_LIFT _TIME; } else if(RECENT_LEFT_WHEEL_LIFT_TIMER)RECENT_LEFT _WHEEL_LIFT_TIMER−−; if(RECENT_LEFT_WHEEL_LIFT_TIMER)RECENT_LEFT_WHEEL _LIFT=TRUE; elseRECENT_LEFT_WHEEL_LIFT=FALSE; if(((FINAL_WHEEL_LIFT_STATUS[FR]==ABSOLUTELY_LIFTED)&&(FLT_LAT_ACC<S16_RND((−0.85)/g_RES_LAT_ACC)))||WDA_LIFT_SUSPECTED[FR]) {RIGHT_WHEEL_LIFT_TIMER=RECENT_WHEEL_LIFT _TIME; } else if(RECENT_RIGHT_WHEEL_LIFT_TIMER)RECENT_RIGHT_WHEEL _LIFT_TIMER−−; if(RECENT_RIGHT_WHEEL_LIFT_TIMER)RECENT_RIGHT _WHEEL_LIFT=TRUE; elseRECENT_RIGHT_WHEEL_LIFT=FALSE;

Another factor is if significant dynamics are present which mightwarrant a precharge intervention. The significant dynamics variable isan intermediate variable taking into consideration the above recentrapid lateral acceleration, large rough mu, linear slip, lift status,and prelift sensing. The code is implemented as:

SIGNIFICANT_DYNAMICS= (RECENT_PID_CTRL||(RECENT_RAPID_AY&&RECENT_LARGE_ROUGH_MU)||((max(FinalMaxDAyDt,−FinalMinDAyDt)>SpeedDpndntAyChng)&&(RECENT_MODERATE_FRONT _AXLE_LNR_SLIP_COUNTER>0))||(FL_Precharge_Press) ||(FR_Precharge_Press) ||RECENT_LEFT_WHEEL_LIFT||RECENT_RIGHT_WHEEL_LIFT ||Predicted_AY_from_SWA>=1.4*g&&FrontLnrSlipAngle<=−0.85*FT_CRNRG_CMPLNCE&&WHEEL DEPARTURE_ANGLE>=0.1||Predicted_AY_from_SWA<=−1.4*g&&FrontLnrSlipAngle>=0.85*FT_CRNRG_CMPLNCE&&WHEEL _DEPARTURE_ANGLE<=−0.1 )

Then based on the significant dynamics variable, the precharge pressuresand other variables by the following:

if (SIGNIFICANT_DYNAMICS &&(REF_VELOCITY_YC>VELOCITY_MIN_10||((FL_Precharge_Press>0||FR_Precharge _Press>0)&&(REF_VELOCITY_YC>VELOCITY_MIN_TO_EXIT _7))) && !Get_rsc_disabled &&!Get_ayc_reverse_movement && !Status_first_run &&!RSC_Disable_after_sensor_self_test ) ENABLE_RSC_PRECHARGE=TRUE; elseENABLE_RSC_PRECHARGE=FALSE;

In step 204 Precharge Timers are managed. Precharge timers are used toallow the precharge strategy to occur during or immediately after thetransitional portion of an event. This serves as additional screeningcriteria to prevent unnecessary precharge interventions.

If the rear linear slip angle is consistent with a left hand turn or thesignificant dynamics flag indicates there is no significant dynamicactivity, the left timer is zeroed out. Otherwise it is incremented tothe maximum precharge time. If the rear linear slip angle is consistentwith a right hand turn or the significant dynamics flag indicates thereis no significant dynamic activity, the right timer is zeroed out.Otherwise it is incremented to the maximum precharge time. This ensuresthat within a defined period of time, after a dynamic event, a prechargeevent will not be initiated, reducing the possibility of unnecessaryintervention. This is set forth as:

If (RearLnrSlipAngle<=0 ||!SIGNIFICANT_DYNAMICS ||RECENT_PID_ACTIVATION||RECENT_RIGHT_WHEEL_LIFT) FL_Precharge_Timer=0; elseif(FL_Precharge_Timer<MAX_PRECHARGE_TIME) FL_Precharge_Timer++;if(RearLnrSlipAngle>=0 ||!SIGNIFICANT_DYNAMICS ||RECENT_PID_ACTIVATION||RECENT_LEFT_WHEEL_LIFT) FR_Precharge_Timer=0; elseif(FR_Precharge_Timer<MAX_PRECHARGE_TIME) FR_Precharge_Timer++;

In step 206 individual caliper pre-charge status flags are determined.The status flags indicate whether the pre-charge function is active on agiven wheel in a given loop. Pre-charge must be enabled in any loop forwhich the pre-charge strategy is active. If the precharge timer on agiven wheel is below the maximum precharge time, the function can becomeactivated on that wheel based on steering information or side slip angleinformation. Additionally, the pre-charge function will remain active ona specific wheel as long as there is a non-zero pressure being requestedon that wheel.

The continuous time of consistent sign for SSLIN Front or Rear ismonitored.

if (FrontLnrSlipAngle>MIN_SLIP_ANGLE_FOR_PRCHG_ACT ||RearLnrSlipAngle>MIN_SLIP_ANGLE_FOR _PRCHG_ACT) { if(PSTV_SS_LIN<MIN_CONT_TIME_WITH_CONSISTENT_SIGN) PSTV_SS_LIN++; } elseif (PSTV_SS_LIN>0)PSTV_SS_LIN−−; if(FrontLnrSlipAngle<MIN_SLIP_ANGLE_FOR_PRCHG _ACT||RearLnrSlipAngle<MIN_SLIP_ANGLE_FOR _PRCHG_ACT) { if(NGTV_SS_LIN<MIN_CONT_TIME_WITH_CONSISTENT_SIGN) NGTV_SS_LIN++; } elseif (NGTV_SS_LIN>0) NGTV_SS_LIN−−;

Then the front left precharge active status flags are determined.

FL_PRECHARGE_ACTIVE=ENABLE_RSC_PRECHARGE&&((((NEG _SWA_EXPECTED /*AllowFL transition control to activate if FR has transition pressure and SWAdirection is heading towards the right (heading towards a negativevalue)*/ &&((FinalMinDAyDt<(−SpeedDpndntAyChng))||(FR_Precharge_Press>(0.0) ))) ||(RearLnrSlipAngle>MIN_SLIP_ANGLE_FOR_PRCHG_ACT) ||(FrontLnrSlipAngle>MIN_SLIP_ANGLE_FOR _PRCHG_ACT))&&FL_Precharge_Timer<MAX_PRECHARGE _TIME) ||FL_Precharge_Press>0.0)||PSTV_SS_LIN>=MIN_CONT_TIME_WITH _CONSISTENT_SIGN

When the front right precharge active status flags are determined:

FR_PRECHARGE_ACTIVE=ENABLE_RSC_PRECHARGE&&(((POS _SWA_EXPECTED /*AllowFR transition control to activate if FL has transition pressure and SWAdirection is heading towards the left (heading towards a positivevalue)*/ &&((FinalMaxDAyDt>SpeedDpndntAyChng)||(FL _Precharge_Press>(0.0))) ||(RearLnrSlipAngle<MIN_SLIP_ANGLE_FOR_PRCHG_ACT) ||(FrontLnrSlipAngle<MIN_SLIP_ANGLE_FOR_PRCHG_ACT))&&FR_Precharge_Timer<MAX_PRECHARGE _TIME)||FR_Precharge_Press>0.0); ||PSTV_SS_LIN>=MIN_CONT_TIME_WITH_CONSISTENT_SIGN

In step 208 calculate moderate lateral acceleration transition flags. Ifa lateral acceleration of a defined magnitude precedes a transitioncontroller event associated with the opposite direction of turningwithin a predefined period of time, then a moderate transition flag isset for that direction until the transition controller event has beenexited. These flags are used in the wheel departure angle calculation tobias any changes in total roll angle and reference bank angle towards anincreasing roll signal for control.

First a counter (moderate-positive-AY-counter) is implemented which isset to a transition hold time any time the filtered lateral accelerationexceeds the transition threshold, and is decremented to zero by onecount per if the lateral acceleration is not exceeding the transitionlateral acceleration threshold.

if(FLT_LAT_ACC>TRANSITION_AY_THRESHOLD)MODERATE_POSITIVE_AY_COUNTER=TRANSITION_HOLD_TIME; elseif(MODERATE_POSITIVE_AY_COUNTER>0)MODERATE _POSITIVE_AY_COUNTER−−;

Next, the recent positive lateral acceleration flag is calculated. Thisflag is set to true if the counter is greater than zero, otherwise it isset to false for a zero value of the counter.

if(MODERATE_POSITIVE_AY_COUNTER>0)RECENT_POSITIVE _AY=TRUE; elseRECENT_POSITIVE_AY=FALSE;

The counter is now implemented for moderate negative lateralacceleration values. The negative counter is set to a transition holdtime any time the filtered lateral acceleration falls below the negativeof the transition threshold, and is decremented to zero by one count perif the lateral acceleration is not below the negative of the transitionthreshold.

if(FLT_LAT_ACC<−TRANSITION_AY_THRESHOLD)MODERATE_NEGATIVE_AY_COUNTER=TRANSITION _HOLD_TIME; elseif(MODERATE_NEGATIVE_AY_COUNTER>0)MODERATE _NEGATIVE_AY_COUNTER−−;

Similar to above, the recent negative lateral acceleration flag iscalculated. This flag is set to true if the counter is greater thanzero, otherwise it is set to false for a zero value of the counter.

if(MODERATE_NEGATIVE_AY_COUNTER>0)RECENT_POSITIVE _AY=TRUE; else RECENTPOSITIVE_AY=FALSE;

Next, the right to left transition flag is determined based on therecent negative lateral acceleration flag and the front right transitioncontroller active flag. If both flags are set to true, then the right toleft transition flag is set to true. If the front right transitioncontroller active flag is false, the right to left transition controllerflag is set to false. Otherwise, the value is held from the previousloop. This results in a flag that remains true until the front righttransition controller event is exited.

if(RECENT_NEGATIVE_AY&&FR_Precharge_Press)RIGHT_TO_LEFT_TRANSITION=TRUE; elseif(!FR_Precharge_Press)RIGHT_TO_LEFT_TRANSITION =FALSE; elseRIGHT_TO_LEFT_TRANSITION=RIGHT_TO_LEFT_TRANSITION;

Now the same calculation is performed for a left to right transitionflag. If the recent negative lateral acceleration flag is true and thefront left transition controller active flag if true, then the left toright transition flag is set to true. If the front left transitioncontroller active flag is false, the left to right transition controllerflag is set to false. Otherwise, the value is held from the previousloop. This results in a flag that remains true until the front lefttransition controller event is exited.

if(RECENT_POSITIVE_AY&&FL_Precharge_Press) LEFT_TO_RIGHT_TRANSITION=TRUE; else if(!FL_Precharge_Press) LEFT_TO_RIGHT_TRANSITION=FALSE; else LEFT_TO_RIGHT_TRANSITION=LEFT_TO_RIGHT_TRANSITION;

Then a timer is created to limit duration of high target slip request inthe following:

if (union_PRECHARGE_FLAGS.st_PRECHARGE.bf_bool_RIGHT_TO_LEFT_TRANSITION==TRUE) {if(R2L_TRANSITION_COUNTER<TIME_LIMIT_TO_REQ_EXCSV_SLIP_AFTER_TRANSITION)R2L_TRANSITION_COUNTER ++; } else {R2L_TRANSITION_COUNTER=0; } if(union_PRECHARGE_FLAGS.st_PRECHARGE.bf_bool_LEFT_TO_RIGHT_TRANSITION==TRUE) { if (L2R_TRANSITION_COUNTER<TIME_LIMIT_TO_REQ_EXCSV_SLIP_AFTER_TRANSITION)L2R _TRANSITION_COUNTER++; } else {L2R_TRANSITION_COUNTER=0; }

In step 210 the rate of change of relative roll angle is determined. Therelative roll velocity is calculated by simple differentiation of therelative roll angle placed in series with a first order low pass filteras in:

REL_ROLL_VELOCITY+=((REL_ROLL_ANGLE−Z1_REL_ROLL_ANGLE)/LOOP_TIME)−REL_ROLL_VELOCITY)/Rel_Roll _Vel_FLT_Coeff;

In step 212, the rate of change of linear front slip angle isdetermined. Similarly, the linear front tire side slip angle velocity iscalculated by simple differentiation of the linear front side slip angleplaced in series with a first order low pass filter.

Temp=MAX(min_Ref_Velocity_YC,Ref_Velocity_YC);Lin_Front_Vel+=((CurrentFrontLnrLatVel−FRONT_LNR_LAT_VEL)*(rad_to_deg/LOOP_TIME)/Temp−Lin_Front_Vel)/lin_frnt_vel_filter _coeff;

In step 214 a lower target build rate is used, yielding largerprediction pressures when steady state limit driving is detected. Thisis set forth in:

if ((Predicted_AY_from_SWA>=1.4*g&&(FrontLnrSlipAngle<=−0−85*FT_CRNRG_CMPLNCE)) &&(WHEEL_DEPARTURE_ANGLE>=(0.1/deg_RES_ROLL_ANGLE)))||(Predicted_AY_from_SWA<=−.4*g&&(FrontLnrSlipAngle>=(0.85*FT_CRNRG _CMPLNCE)&&(WHEEL_DEPARTURE_ANGLE<=(−0.1/deg _RES_ROLL_ANGLE))) ) {RECENT_STEADY_STATE_CORNERING_TIMER =RECENT_STDY_STATE_TURN_NEAR_LIMIT;} else { if (RECENT_STEADY_STATE_CORNERING_TIMER>0)RECENT_STEADY_STATE_CORNERING_TIMER− }if(RECENT_STEADY_STATE_CORNERING_TIMER>0) {TrgtBldRateStdyState=TARGET_BUILD_RATE; } else {TrgtBldRateStdyState=Rsc_target_build _rate; }

In step 216 an instantaneous caliper pre-charge requested pressurelevels based on relative roll information is determined. First, apressure is calculated based on proportional plus derivative control onroll information. Relative roll angle is used for the proportional term,roll velocity is used for the derivative term. The relative roll angleis used because it provides the required level of accuracy during thecritical portion of the transition, during the zero crossing, andbecause it is not influenced by banks and is not influenced byintegrator error or errors in reference road bank. This accuracy allowstighter thresholds than would be allowable for the PID controller.Additionally, this signal offers a high level of consistency andrepeatability in the timing of the pressure build that is a criticalproperty for the initial portion of the control intervention. The PDpressure is filtered as required to achieve an adequately smooth signal.

Next the derivative of the PID pressure is calculated for determiningthe instantaneous relative roll pressure. The instantaneous pressureprovides a predictive functionality for the PD controller. It isintended to provide a mechanism to compensate for the finite rate atwhich pressure can be built. Additionally, it can provide a significantsmoothing effect on the leading edge of the pressure trace withoutdelaying the pressure build. This is helpful in building the requiredlevel of pressure while minimizing the excitation of the pitching modeof the vehicle. The instantaneous pressure is that pressure which wouldneed to be in the caliper in the current loop such that if the pressureis increased at the target build rate, the matching pressure would beachieved at the same time the PID controller is expected to request thematching pressure. The point in time for which the PID controller isexpected to request the matching pressure is obtained by taking thederivative of the PID pressure and projecting forward to the point intime when the intersects the matching pressure.

Front left relative roll instantaneous pressure is determined by:

FLRelRollPDPress+=(KP_REL_ROLL*(−REL_ROLL_ANGLE−REL_ROLL_DB)−KD_REL_ROLL*FLT _ROLL_RATE −FLRelRollPDPressZ1)*REL_ROLL_PD_PRESS_FILT FLRelRollPDPress=min(FLRelRollPDPress, MAX_FL_REL_ROLL_PD_PRESS); FLRelRollPDPress=max(FLRelRollPDPress, MIN_FL_REL_ROLL_PD_PRESS); dFLRelRollPDPress=FLRelRollPDPress−FLRelRollPD PressZ1;FLRelRollPDPressZ1=FLRelRollPDPress;FLRelRollInstPress=MatchingPressure−(MatchingPressure−FLRelRollPDPress)*TARGET_BUILD _RATE /max(TARGET_BUILD_RATE,dFLRelRoll PDPress /LOOP_TIME);

Then the Front Right relative roll instantaneous pressure is determinedby:

FRRelRollPDPress+=(KP_REL_ROLL*(REL_ROLL_ANGLE−REL_ROLL_DB)+KD_REL_ROLL*FLT_ROLL_RATE−FRRelRollPDPressZ1)*REL_ROLL_PD_PRESS_FILT)FRRelRollPDPress=min(FRRelRollPDPress, MAX_FL_REL _ROLL_PD_PRESS);FRRelRollPDPress=max(FRRelRollPDPress, MIN_FL_REL _ROLL_PD_PRESS);dFRRelRollPDPress=FRRelRollPDPress−FRRelRollPD PressZ1;FRRelRollPDPressZ1=FRRelRollPDPress;FRRelRollInstPress=MatchingPressure−(MatchingPressure−FRRelRollPDPress)*TARGET_BUILD_RATE /max(TARGET_BUILD_RATE,dFRRelRollPDPress /LOOP_TIME);

In step 218 the conditions for applying the Yaw Rate PID controller toprevent a pressure increase from the yaw rate controller when driver issteering out of a turn are determined.

When transitioning from a right to a left turn, determine when change inSWA direction to the left has been well established; use as a conditionfor blocking the YAW RATE PD controller from further increasingtransition pressure on FL wheel

if ((STEERING_WHEEL_ANGLE−Z1_STEERING_WHEEL_ANGLE) >=0) { if(INCREASING_SWA_COUNTER<(UPPER_BOUND_ON_TIME_FOR_DETECTION/LOOP_TIME_SEC)) { INCREASING_SWA_COUNTER++; } if(POSITIVE_DELTA_SWA_INT<UPPER_BOUND_ON _DELTA_SWA_INT) { //Accumulatepositive delta SWA POSITIVE _DELTA_SWA_INT+=(STEERING_WHEEL_ANGLE−Z1_STEERING_WHEEL_ANGLE); } } else // SWA is heading to the right {INCREASING_SWA_COUNTER=0; // Reset increasing SWA counterPOSITIVE_DELTA_SWA_INT=0; // Reset delta SWA integration } if(LARGE_LAT_ACC_COUNTER==0||(Predicted_AY_from_SWA>−AY_FROM_SWA_THRESH_FOR_DIRECTION_CHANGE&&INCREASING_SWA_COUNTER>=TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE&&:POSITIVE_DELTA_SWA_INT >=(SWA_VEL_FOR_DETECTING_SWA_DIRECTION_CHANGE*TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE)) ) // Disable YawRate PDcontroller on FL from increasing transition pressure if LatAcc at CGmagnitude did not exceed lateral accel threshold (tunable parameter setto 0.5 g's) within the past 3 seconds or anytime the predicted Ay fromSWA is greater than (−0.5 g) and SWA and SWA_VEL indicate a consistentpositive sign trend ROLL_FLAG.bf_bool_FL_DISABLE_YR_PD_PR_INC=TRUE; }else { ROLL_FLAG.bf_bool_FL_DISABLE_YR_PD_PR_INC=FALSE; }

In the case when transitioning from a left to a right turn, it isdetermined when a change in SWA direction to the right has been wellestablished; to use as a condition for blocking the YAW RATE PDcontroller from further increasing this transition pressure on FR wheel,the following is used:

if (STEERING_WHEEL_ANGLE−Z1_STEERING_WHEEL_ANGLE <=0) { if(DECREASING_SWA_COUNTER<UPPER_BOUND_ON_TIME_FOR_DETECTION/LOOP_TIME_SEC) { // Increase counter each loop delta SWA isnot negative DECREASING_SWA _COUNTER ++; } if(NEGATIVE_DELTA_SWA_INT>−UPPER_BOUND_ON _DELTA_SWA_INT) { // Accumulatepositive delta SWANEGATIVE _DELTA_SWA_INT+=STEERING_WHEEL_ANGLE−Z1_STEERING_WHEEL_ANGLE; } } else // SWA is heading to the leftDECREASING_SWA_COUNTER=0; // Reset decreasing SWA counterNEGATIVE_DELTA_SWA_INT=0; // Reset delta SWA integration } if(LARGE_LAT_ACC_COUNTER==0||(Predicted_AY_from_SWA<AY_FROM_SWA_THRESH_FOR_DIRECTION_CHANGE&&DECREASING_SWA_COUNTER>=TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE&&NEGATIVE_DELTA_SWA_INT<=(SWA_VEL_FOR_DETECTING_SWA_DIRECTION_CHANGE*TIME_FOR_DETECTING_SWA_DIRECTION_CHANGE) ) ) //Disable YawRate PIDcontroller on FR from increasing transition pressure if LatAcc at CGmagnitude did not exceed lateral accel threshold (tunable parameter setto 0.5 g's) within the past 3 seconds or anytime the predicted Ay fromSWA is less than +0.5 g and SWA and SWA_VEL indicate a consistentnegative sign trend { ROLL_FLAG.bf_bool_FR_DISABLE_YR_PD_PR_INC =TRUE; }else { ROLL_FLAG.bf_bool_FR_DISABLE_YR_PD_PR_INC =FALSE; }

Then the instantaneous caliper precharge requested pressure levels basedon yaw rate are determined.

FLYawRatePDPress=LIMIT((FL_YAW_RATE_PD_PRESS_Z1+(Rsc_kp_yaw_rate*(−FLT_YAW_RATE−SpeedDpndntYRDB))−Rsc_kd_yaw_rate*SLOW_FLT_YAW_ACC−FL_YAW_RATE_PD_PRESS_Z1)/(1.0/YAW_RATE_PD_PRESS _FILT)), MIN_PD_PRESS,MAX_PD_PRESS); dFLYawRatePDPress=FLYawRatePDPress−FL_YAW_RATE_PD_PRESS_Z1; FL_YAW_RATE_PD_PRESS_Z1=FLYawRatePDPress; #if(USE_LOWER_TARGET_BUILD_RATE_FOR_STEADY_STATE _TURNS)FLYawRateInstPress=MatchingPressure−(MatchingPressure−FLYawRatePDPress)*TrgtBldRateStdyState/max(TrgtBldRateStdyState, dFLYawRatePDPress/LOOP_TIME_SEC)); #elseFLYawRateInstPress=MatchingPressure−(MatchingPressure−FLYawRatePDPress)*Rsc_target_build_rate/max(Rsc_target_build_rate,dFLYawRatePDPress/LOOP_TIME_SEC)); #endifFRYawRatePDPress=LIMIT((FR_YAW_RATE_PD_PRESS_Z1+(Rsc_kp_yaw_rate*(FLT_YAW_RATE−SpeedDpndntYRDB)+Rsc_kd_yaw_rate*SLOW_FLT_YAW_ACC)−FR_YAW_RATE_PD_PRESS_Z1)/ (1.0/YAW_RATE_PD_PRESS_FILT)),MIN_PD _PRESS, MAX_PD_PRESS);dFRYawRatePDPress=FRYawRatePDPress−FR_YAW_RATE _PD_PRESS_Z1 ;FR_YAW_RATE_PD_PRESS_Z1=FRYawRatePDPress; #if(USE_LOWER_TARGET_BUILD_RATE_FOR_STEADY _STATE_TURNS)FRYawRateInstPress=Matching Pressure−(MatchingPressure−FRYawRatePDPress)*ss_bps_TrgtBldRateStdyState/max (TrgtBldRateStdyState,dFRYawRatePDPress* (1.0/LOOP_TIME_SEC))); #elseFRYawRateInstPress=MatchingPressure−(MatchingPressure−FRYawRatePDPress)*Rsc_target_build_rate/max(Rsc_target_build_rate,dFRYawRatePDPress*(1.0/LOOP_TIME_SEC))); #endif

In step 220 the instantaneous caliper precharge pressures based on frontlinear slip angle are determined. In this section, calculations areperformed which are similar to those used for the Relative Roll PDpressure. Instead of Relative Roll angle for the proportional term, thelinear side slip angle of the front axle is used. Instead of rollvelocity, the rate of change of the front linear slip angle is used forthe derivative term.

First, the Front Left front “front linear slip angle” instantaneouspressure is determined by:

FLSSLinFrontPDPress+=(KP_SS_LIN_FRONT*(FrontLnrSlip Angle−SS_LIN_FRONT_DB)+KD_SS_LIN_FRONT*Lin_Front_Vel−FLSSLinFrontPDPressZ1)*SS_LIN_PD_PRESS_FILT;dFLSSLinFrontPDPress=FLSSLinFrontPDPress−FLSS LinFrontPDPressZ1;FLSSLinFrontPDPressZ1=FLSSLinFrontPDPress;FLSSLinFrontInstPress=MatchingPressure−(MatchingPressure−FLSSLinFrontPDPress)*TARGET_BUILD _RATE/max(TARGET_BUILD_RATE,dFLSSLinFront PDPress /LOOP_TIME);

Then Front Right front “front linear slip angle” instantaneous pressureis determined by:

FRSSLinFrontPDPress+=(KP_SS_LIN_FRONT*(−FrontLnrSlipAngle−SS_LIN_FRONT_DB)−KD_SS_LIN_FRONT*Lin_Front_Vel−FRSSLinFrontPDPressZ1)*SS_LIN _PD_PRESS_FILT;dFRSSLinFrontPDPress=FRSSLinFrontPDPress−FRSSLin FrontPDPressZ1;FRSSLinFrontPDPressZ1=FRSSLinFrontPDPress;FRSSLinFrontInstPress=MatchingPressure−(MatchingPressure−FRSSLinFrontPDPress)*TARGET_BUILD _RATE/max(TARGET_BUILD_RATE,dFRSSLinFront PDPress/LOOP_TIME);

In step 222 the instantaneous build rate based on the slope ofinstantaneous PID pressure in relation to the matching pressure and thelength of time it would take for the prior value of precharge pressureto reach the matching pressure level is determined.

First the front left FL instantaneous build rate based on RelRoll PDinformation is determined.

PDRelRollMatchPressDelta[FL]=MatchingPressure− FLRelRollPDPress; if(PDRelRollMatchPressDelta[FL]<=0) {InstRelRollBuildRate[FL]=(MIN_INST_BUILD_RATE); } else { //Put lowerlimit on denominator to avoid divide by zeroPDRelRollMatchPressDelta[FL]=max(PDRelRoll MatchPressDelta[FL],(MIN_MATCH_PRESS_2 _PD_PRESS_DELTA)); //Calculate RelRoll based buildrate, and bound between 100 and 300 bar/s InstRelRollBuildRate[FL]=LIMIT((((MatchingPressure−FL_Precharge_Press)*(dFLRelRollPDPress*(1.0/LOOP TIME)))/PDRelRollMatchPressDelta[FL]),(MIN_INST_BUILD_RATE), (MAX _INST_BUILD_RATE)); }

Then the FL instantaneous build rate based on Yaw Rate PD information isdetermined.

ssPDYawRateMatchPressDelta[FL]=ss_MatchingPressure −ss_FLYawRatePDPress;if (ssPDYawRateMatchPressDelta[FL]<=0) {ssInstYawRateBuildRate[FL]=MIN_INST_BUILD_RATE /bar_RES_BRAKE_PRESSR; }else { //Put lower limit on denominator to avoid divide by zerossPDYawRateMatchPressDelta[FL]=max(ssPDYawRate MatchPressDelta[FL],MIN_MATCH_PRESS_2_PD_PRESS_DELTA/bar_RES_BRAKE _PRESSR); //CalculateYawRate based build rate, and bound between 100 and 300 bar/sssInstYawRateBuildRate[FL] =LIMIT(((ss_MatchingPressure−ss_FL_Precharge_Press)*ss_dFLYawRatePDPress*1.0/p_LOOP_TIME_SEC/ssPDYawRateMatch PressDelta[FL]),MIN_INST_BUILD_RATE/bar_RES_BRAKE _PRESSR, MAX_INST_BUILD_RATE/bar_RES_BRAKE _PRESSR); }

Then the FL instantaneous build rate based on SSLinFront PD informationis determined.

Then the FL instantaneous build rate based on SSLinFront PD informationis determined.

PDSSLinMatchPressDelta[FL]=MatchingPressure−FLSS LinFrontPDPress; if(PDSSLinMatchPressDelta[FL]<=0) { InstSSLinFrntBuildRate[FL]=(MIN_INST_BUILD_RATE); } else { //Put lower limit on denominator to avoid divideby zero PDSSLinMatchPressDelta[FL]=max(PDSSLin MatchPressDelta[FL],(MIN_MATCH _PRESS_2_PD_PRESS_DELTA)); //Calculate SSLinFront based buildrate, and bound between 100 and 300 bar/s InstSSLinFrntBuildRate[FL]=LIMIT((((MatchingPressure−FL _Precharge_Press)*(dFLSSLinFrontPDPress*(1.0/LOOP_TIME))) / PDSSLinMatchPressDelta[FL]),(MIN_INST_BUILD_RATE), (MAX_INST_BUILD _RATE)); }

Then a final FL instantaneous build rate by taking maximum of RelRolland SSLinFront rates.

-   -   InstBuildRate[FL]=max(InstRelRollBuildRate[FL],        InstSSLinFrntBuildRate[FL]);

The same process is repeated for the front right FR. First, the FRinstantaneous build rate based on RelRoll PD information is determined.

PDRelRollMatchPressDelta[FR]=MatchingPressure−FR RelRollPDPress; if(PDRelRollMatchPressDelta[FR]<=0) {InstRelRollBuildRate[FR]=(MIN_INST_BUILD _RATE); } else { //Put lowerlimit on denominator to avoid divide by zeroPDRelRollMatchPressDelta[FR]=max(PDRel RollMatchPressDelta[FR],(MIN_MATCH _PRESS_2_PD_PRESS_DELTA)); //Calculate RelRoll based buildrate, and bound between 100 and 300 bar/s InstRelRollBuildRate[FR]=LIMIT((((MatchingPressure−FR _Precharge_Press)(dFRRelRollPDPress*(1.0/LOOP_TIME))) /PDRelRollMatchPressDelta[FR]),(MIN_INST_BUILD_RATE),(MAX_INST _BUILD_RATE)); }

Then the calculation of FR instantaneous build rate based on Yaw Rate PDinformation is performed by:

ssPDYawRateMatchPressDelta[FR]=ss_MatchingPressure −ss_FRYawRatePDPress;if (ssPDYawRateMatchPressDelta[FR]<=0) {ssInstYawRateBuildRate[FR]=MIN_INST_BUILD _RATE/bar_RES_BRAKE_PRESSR; }else { //Put lower limit on denominator to avoid divide by zerossPDYawRateMatchPressDelta[FR]=max(ssPD YawRateMatchPressDelta[FR],MIN_MATCH_PRESS_2_PD_PRESS_DELTA/bar_RES_BRAKE _PRESSR); //CalculateYawRate based build rate, and bound between 100 and 300 bar/sssInstYawRateBuildRate[FR]= LIMIT(((ss_MatchingPressure−ss_FR_Precharge_Press)* ss_dFRYawRatePDPress*1.0/p_LOOP_TIME _SEC/ssPDYawRateMatchPressDelta[FR]), MIN_INST_BUILD_RATE/bar_RES_BRAKE_PRESSR, MAX_INST_BUILD_RATE/bar_RES _BRAKE_PRESSR); }

After, the FR instantaneous build rate based on SSLinFront PDinformation is determined by:

PDSSLinMatchPressDelta[FR]=MatchingPressure−FRSS LinFrontPDPress; if(ssPDSSLinMatchPressDelta[FR]<=0) { InstSSLinFrntBuildRate[FR]=(MIN_INST_BUILD_RATE); } else { //Put lower limit on denominator to avoid divideby zero PDSSLinMatchPressDelta[FR]=max(PDSSLin MatchPressDelta[FR],(MIN_MATCH_PRESS_2_PD_PRESS _DELTA)); //Calculate SSLinFront based buildrate, and bound between 100 and 300 bar/s InstSSLinFrntBuildRate[FR]=LIMIT((((MatchingPressure−FR _Precharge_Press)*(dFRSSLinFrontPDPress*(1.0/LOOP _TIME))) /PDSSLinMatchPressDelta[FR]),(MIN_INST_BUILD_RATE),(MAX _INST_BUILD_RATE) ); }

Then the final FR instantaneous build rate by taking maximum of RelRolland SSLinFront rates

InstBuildRate[FR]=max(InstRelRollBuildRate[FR],InstSSLinFrntBuildRate[FR]);

In step 224, the requested pressures for each caliper are determined asfollows.

Front left requested pressures are determined by:

FLInstPressRequest=0.0; FLInstPressRequest=max(FLInstPressRequest, FLRelRollInstPress); FLInstPressRequest=max(FLInstPressRequest, FLSSLinFrontInstPress); FLInstPressReguest=max(FLInstPressRequest,ss_FLYawRateInstPress); FLInstPressRequest=min(FLInstPressRequest, MatchingPressure); FLInstPressRequest=max(FLInstPressRequest, FLRelRollPDPress); FLInstPressRequest=max(FLInstPressRequest, FLSSLinFrontPDPress); FLInstPressRequest=max(FLInstPressRequest,ss_FLYawRatePDPress);

Front right requested pressures are determined by:

FRInstPressRequest=0.0; FRInstPressReguest=max(FRInstPressRequest, FRRelRollInstPress); FRInstPressRequest=max(FRInstPressRequest, FRSSLinFrontInstPress); FRInstPressRequest=max(FRInstPressRequest,ss_FRYawRateInstPress); FRInstPressRequest=min(FRInstPressRequest, MatchingPressure); FRInstPressRequest=max(FRInstPressRequest, FRRelRollPDPress); FRInstPressRequest=max(FRInstPressRequest, FRSSLinFrontPDPress); FRInstPressRequest=max(FRInstPressRequest,ss_FRYawRatePDPress);

In step 226 the front left caliper precharge requests are updated:

if(FL_PRECHARGE_ACTIVE) {

If the RelRoll or SSLin PD pressure requests an increase, the requestedpressures are ramped up.

if ((FLRelRollPDPress>FL_Precharge_Press)||(FLSSLinFrontPDPress>FL_Precharge_Press) ||FLYawRatePDPress>FL_Precharge_Press){ FL_Precharge_Press+=LARGE_DYNAMICS_BUILD_RATE* LOOP_TIME; }

If the instantaneous pressure requests an increase, the requestedpressures are ramped up.

else if (FLInstPressRequest>ss_FL_Precharge_Press) { if(RECENT_PID_ACTIVATION[FL]||RECENT_RIGHT _WHEEL_LIFT ) {FL_Precharge_Press+=LARGE_DYNAMICS_BUILD _RATE*LOOP_TIME; } else {FL_Precharge_Press+=(InstBuildRate[FL] *LOOP_TIME); }

If the steering information suggests a transitional event, the pressureis ramped up to a low mu dependent value in the following:

else if (NEG_SWA_EXPECTED &&FinalMinRtLmtdDAyDt>SpeedDpndntAy Chng&&FL_Precharge_Press<RoughMU*BASE _PRESSURE_MU_GAIN) {FL_Precharge_Press+=TARGET_BUILD_RATE *LOOP_TIME; }

If a pressure increase is not requested AND no PID pressure increase isrequested, the requested pressure is ramped down.

else if ((FL_Precharge_Timer<PRECHARGE_BUILD_TIME)&&((PID_STBLZ_PRES[FL]>FL_Precharge_Press)||(!PID_FL_INCREASE_REQUESTED_PRESSURE)) &&(REL_ROLL_ANGLE>−REL_ROLL_DB)&&FinalMinRtLmtdDAyDt<Speed DpndntAyChng) {FL_Precharge_Press−=TARGET_DUMP_RATE*LOOP _TIME; }

Any time the timer is above the build time AND no PID pressure increaseis requested AND RelRollAngle is smaller than the RelRollDB, a reductionin pressure is forced.

if(FL_Precharge_Timer>=PRECHARGE_BUILD_TIME&&(PID_STBLZ_PRES[FL]>FL_Precharge_Press||!PID_INCREASE_REQUESTED_PRESSURE [FL]) &&REL_ROLL_ANGLE>−REL_ROLL_DB){ temp=FL_Precharge_Press/(max(1,MAX_PRECHARGE_TIME−FL_Precharge_Timer);temp=min(2*TARGET_DUMP_RATE*LOOP_TIME, temp);temp=max(TARGET_DUMP_RATE*LOOP_TIME, temp); FL_Precharge_Press−=temp; }FL_Precharge_Press=max(0.0,FL_Precharge _Press); } else {FL_Precharge_Press=0.0; }

In a similar manner the front right precharge request is updated.

If (FR_PRECHARGE_ACTIVE) {

If the RelRoll or SSLin PD pressure requests an increase, the requestedpressure is ramped up.

if (FRRelRollPDPress>FR_Precharge_Press||FRSSLinFrontPDPress>FR_Precharge_Press ||FRYawRatePDPress>FR_Precharge _Press){ FR_Precharge_Press+=LARGE_DYNAMICS_BUILD_RATE *LOOP_TIME; }

If the instantaneous pressure requests an increase, the requestedpressure is ramped up.

else if(FRInstPressRequest>FR_Precharge_Press) { if(RECENT_PID_ACTIVATION[FR]||RECENT_LEFT _WHEEL_LIFT) {FR_Precharge_Press+=LARGE_DYNAMICS _BUILD_RATE*p_LOOP_TIME_SEC; } else {FR_Precharge_Press+=(InstBuildRate[FR]*LOOP _TIME); }

If the steering information suggests a transitional event, the pressureis ramped up to a low mu dependent value

else if(POS_SWA_EXPECTED &&FinalMaxRtLmtdDAyDt>SpeedDpndntAyChng&&FR_Precharge_Press<RoughMU*BASE_PRESSURE _MU_GAIN) {FR_Precharge_Press+=TARGET_BUILD_RATE*LOOP _TIME; }

If a pressure increase is not requested AND no PID pressure increaserequested, then the requested pressure is ramped down.

else if (FR_Precharge_Timer<PRECHARGE_BUILD_TIME&&(PID_STBLZ_PRES[FR]>FR_Precharge_Press||!PID_INCREASE_REQUESTED_PRESSURE [FR]) &&REL_ROLL_ANGLE<REL_ROLL_DB&&FinalMaxRtLmtdDAyDt<SpeedDpndntAyChng {FR_Precharge_Press−=TARGET_DUMP _RATE*LOOP_TIME; }

Any time the timer is above the build time AND no PID pressure increaseis requested AND RelRollAngle is smaller than the RelRollDB, force areduction in pressure.

if((FR_Precharge_Timer>=PRECHARGE_BUILD_TIME&&(PID_STBLZ_PRES[FR]>FR_Precharge_Press||!PID_INCREASE_REQUESTED_PRESSURE[FR]) &&REL_ROLL_ANGLE<REL_ROLL_DB) {temp=FR_Precharge_Press/(max(1,MAX _PRECHARGE_TIME−FR_Precharge_Timer);temp=min(2*TARGET_DUMP_RATE*LOOP_TIME, temp);temp=max(TARGET_DUMP_RATE*LOOP_TIME, temp); FL_Precharge_Press−=temp; }FR_Precharge_Press=max(0.0,FR_Precharge _Press); } else {FR_Precharge_Press=0.0; }

In step 228 the old values for next loop are updated.

-   -   SS_Lin_Rear_Z1=RearLnrSlipAngle;    -   REAR_LNR_LAT_VEL=CurrentRearLnrLatVel;    -   FRONT_LNR_LAT_VEL=CurrentFrontLnrLatVel;    -   REAR_LNR_LAT_ACC=FltRearLnrLatA;    -   Z1_STEERING_WHEEL_ANGLE=STEERING_WHEEL_ANGLE;        PID CONTROLLER

Referring now to FIG. 8, the PID controller 78 calculates front controlpressures; using some or all of Proportional, Integral, Derivative andDouble Derivative feedback control logic, required to control excessivetwo wheel lift during non-tripped rolling motion. For short thecontroller is referred to as a PID controller even though all thefunctions may not be provided. The “I” integral and “DD” doublederivative functions are the most likely not to be present. When thiscontroller acts on a signal it is referred to as PID control even thoughall the functions may not be provided. The control pressure is appliedto the outer front wheel when the vehicle is experiencing high lateralacceleration while turning and concurrently experiencing wheel lift onthe inner side of the turn. PID intervention is based on the requestedPID feedback pressure, as well as vehicle velocity and lateralacceleration exceeding specified thresholds; when the vehicle is movingin a forward direction. Intervention ends when PID pressure falls belowa threshold reflective of stabilization of roll motion, or if driver isbraking when PID pressure falls within an offset of driver pressure andslip of wheel being controlled indicates a level of stabilityappropriate for handoff to the anti-lock braking system.

Essentially, the PID controller 78 acts when more aggressive control isneeded. The transition controller 76 acts before the vehicle is in anaggressive maneuver. This is typically below a threshold where thesensors are still in a linear region. Above the linear threshold, thePID takes over to aggressively control the vehicle. Aggressive controlapplies greater braking pressure to prevent the vehicle from rollingover.

In general, the Proportional, Integral, Derivative and DoubleDerivative, if present, terms are added together to form the totalrequested control pressure on each wheel. A brief explanation of eachterm follows.

The proportional term acts on a roll angle error input signal, thus theterm proportional since the resulting requested control pressure will beproportional to the roll angle error magnitude by a factor K_P. Aproportional peak hold strategy was added to mitigate a bouncing modewhich can occur in certain aggressive maneuvers. The initiation of thisstrategy is contingent on the vehicle having experienced a recentdivergence in roll rate magnitude.

The input to the derivative term is roll rate signal, which serves as aleading indicator of roll angle instability and thus provide an earlylead on controlling the transient behavior of roll angle. The gainfactor K_D multiplies the roll rate signal minus a deadband to generatea derivative pressure term. KD is an experimentally derived term. If K_Dis unduly high, unnecessary control interventions may be caused(sensitive system) and the system made susceptible to input signalnoise.

The double derivative term is used to capture the roll stabilitytendency of the vehicle. The roll acceleration signal will exhibitwide-ranging oscillations during control, so the gain factor K_DD'sinfluence on the overall PID stabilizing pressure should be set to aminimum.

The integral control pressure is used to drive the steady state rollangle error toward zero. A bounded version of the roll angle errorsignal is multiplied by a gain factor K_I, then integrated to provide arequested integrator pressure. The reason for bounding the input is toprevent integrator windup.

The PID controller 78 has various inputs. The inputs include a lateralacceleration at the center of gravity (CG_FLT_LAT_ACC (m/s/s) input 300,a filtered roll rate (FLT_ROLL_RATE (deg/s) input 302, a(ROLL_ACCELERATION (deg/s/s) input 304, (ROLL_ANGLE_TOTAL (deg) input306, a (REFERENCE_BANK_ANGLE (deg) input 308, a front left brakepressure estimate (BRAKE_PRESSR_ESTMT [FL] (bar) input 312, a frontright (BRAKE_PRESSR_ESTMT [FR] (bar) input 314, a driver requestedpressure (DRIVER_REQ_PRESSURE (bar) 316, a (RSC_REFERENCE_VELOCITY (m/s)input 317, a (SLIP_RATIO [FL] (%) input 318, a (SLIP_RATIO [FR] (%)input 320, (RIGHT_TO_LEFT_TRANSITION (Boolean) input 322,(LEFT_TO_RIGHT_TRANSITION (Boolean) input 324, (DRIVER_BRAKING_FLAG(Boolean) input 326, a roll system disabled (RSC_DISABLED (Boolean)input 328, (REVERSE_MOVEMENT (Boolean) input 330, (STATUS_FIRST_RUN(Boolean) input 332, (RSC_IN_CYCLE (Boolean) input 334, (AYC_IN_CYCLE(Boolean) input 336 and a roll signal for control input 338.

The PID controller has various outputs including (PID_ACTIVE [FL](Boolean) output 350, (PID_ACTIVE [FR] (Boolean) output 352, astabilizer pressure (PID STBLZ_PRESSURE [FL] (bar) output 354,(PID_STBLZ_PRESSURE [FR] (bar) output 356, (RECENT_AYC_CNTRL_EVENT(Boolean) output 358, (RECENT_PID_CNTRL_EVENT (Boolean) output 360,(INCREASE_REQUESTED_PRESSURE [FL] (Boolean) output 362,(INCREASE_REQUESTED_PRESSURE [FR] (Boolean) output 364.

The PID controller 78 includes the various calibratable parameters. Theparameters are shown for his example. The parameters in implementationmay be varied based on the vehicle configuration. Proportional dead bandPROP_DB (linear interpolation function of vehicle speed): Absolute valueof Proportional deadband above which the error signal input to theproportional controller becomes positive, thus yielding a positiverequested proportional pressure. At nominal speeds, the value is chosenin the vicinity of the vehicle roll gradient experienced near 1 g oflateral acceleration.

RSC_REFERENCE_VELOCITY PROP_DB (m/s) (deg) 0 7.0 16.0 5.2 32.0 5.2 83.04.6

Another is proportional gain factor K_P_UP (linear interpolationfunction of vehicle speed): Proportional gain factor that multiplies theroll angle error signal when above PROP_DB, thus generating a positiveproportional term of the requested PID stabilizing pressure.

RSC_REFERENCE_VELOCITY K_P_UP (m/s) (bar/deg) 0 30.0 18.0 30.0 35.0 30.083.0 30.0

Proportional gain factor K_P_DOWN (linear interpolation function ofvehicle speed): Proportional gain factor that multiplies the roll angleerror signal when below PROP_DB, thus generating a negative proportionalterm of the requested PID stabilizing pressure.

RSC_REFERENCE_VELOCITY K_P_DOWN (m/s) (bar/deg) 0 40.0 18.0 40.0 35.040.0 83.0 40.0

LARGE_ ROLL_RATE_THRESH (in this example a value of 30.0 deg/s is used):Roll rate magnitude above which recent large roll rate timer is set tothe maximum value.

RECENT_LARGE_ROLL_RATE (0.5 sec): Time duration assigned to recent largeroll rate timer when roll rate magnitude exceeds LARGE_ROLL_RATE_THRESH.

PROP_HOLD_ANGLE_THRESHOLD (in this example a value of 1.48*Roll_gradientis used): Roll angle at which the proportional pressure starts trackingpeak proportional pressure.

PROP_PEAK_HOLD_TIME (in this example a value of 0.5 sec is used): Timeduration that the proportional peak hold pressure is latched oncemagnitude of roll signal for control falls belowPROP_HOLD_ANGLE_THRESHOLD.

PROP_PEAK_RAMP_DOWN_RATE (in this example a value of 250 bar/s is used)Ramp down rate of prior proportional peak to a new lower prop peakpressure when roll signal for control still exceeds hold angle, or rampdown rate to upstream proportional pressure if roll signal for controlhas not exceeded hold angle within the last PROP_PEAK_HOLD_TIME seconds.

DERIV_DB (linear interpolation function of lateral acceleration):Absolute value of derivative deadband, used outside of PID control,above which the error signal input to the derivative controller becomespositive, thus yielding a positive requested derivative pressure. Valuesare chosen to prevent roll rate noise at low lateral acceleration levelsfrom inducing nuisance PID interventions.

CG_FLT_LAT_ACC DERIV_DB (m/s/s) (deg/sec) 0 5.0 4.0 5.0 7.0 0.0 100.00.0

DERIV_DB_DURING_PID_CONTROL (in this example a value of −20 deg/s isused). During PID intervention the deadband is set to a constant(non-lateral acceleration dependent) negative value, providing a phaseadvance on the PID pressure to mitigate roll oscillation duringaggressive maneuvers.

K_D_UP (linear interpolation function of vehicle speed): Derivative gainfactor that multiplies the roll rate error signal when roll rate isabove DERIV_DB; generating a positive derivative term of the requestedPID stabilizing pressure.

RSC_REFERENCE_VELOCITY K_D_UP (m/s) (bar/deg/s) 0 1.0 18.0 1.0 35.0 1.083.0 1.0

K_D_DOWN (linear interpolation function of vehicle speed): Derivativegain factor that multiplies the roll rate error signal when roll rate isbelow DERIV_DB; generating a negative derivative term of the requestedPID stabilizing pressure.

RSC_REFERENCE_VELOCITY K_D_DOWN (m/s) (bar/deg/s) 0 0.2 18.0 0.2 35.00.2 83.0 0.2

K_DD_UP (in this example a value of 0. bar/deg/s/s is used): Doublederivative gain factor that multiplies the roll acceleration signal whenRSC intervention is active and roll acceleration sign matches that ofthe turn; generating a positive double derivative term of the requestedPID stabilizing pressure.

K_DD_DOWN (in this example a value of 0 bar/deg/s/s is used): Doublederivative gain factor that multiplies the roll acceleration signal whenRSC intervention is not active or roll acceleration sign is oppositethat of the turn; generating a nil double derivative term of therequested PID stabilizing pressure.

INTG_DB (linear interpolation function of vehicle speed): Absolute valueof Integral deadband above which the error signal input to the Integralterm becomes positive. At nominal speeds, value is chosen in thevicinity of the vehicle roll gradient experienced near 1 g of lateralacceleration.

RSC_REFERENCE_VELOCITY INTG_DB (m/s) (deg) 0 7.0 16.0 5.2 32.0 5.2 83.04.6

MAX_INTGRTR_ERROR (in this example a value of 5.0 deg is used): Absolutevalue of upper bound on the error signal input to the Integralcontroller. The purpose of this parameter is to prevent integratorwindup.

MIN_INTGRTR_ERROR (in this example a value of 5.0 deg is used): Absolutevalue of lower bound on the error signal input to the Integralcontroller. The purpose of this parameter is to avoid integrator windup.

K_I (in this example a value of 10.0 bar/deg.s is used): Integral gainfactor multiplying the bounded roll angle error signal times loop time,generating the integral term of the requested stabilizing pressure.

PRESSURE_INCREASE_DELTA_FOR_INFLECTION_ADJUST (in this example a valueof 10 bar is used): The pressure delta that the pressure estimate has toincrease by before the downward adjustment of the PID pressure, to anoffset (PRESSURE_OFFSET_DURING_PID_RAMP_UP) from the pressure estimate,occurs.

PRESSURE_OFFSET_DURING_PID_RAMP_UP (in this example a value of 20 bar isused): Specifies the maximum delta between PID pressure and estimatedpressure, once the inflection adjustment begins.

LMTD_RAMP_DOWN_RATE (in this example a value of −400 bar/s is used):Maximum decrease rate that the PID requested pressure is allowed to rampdown at.

MAX_PRESSURE_DECREASE_TO_ENTER_LMTD_RAMP_DOWN (in this example a valueof −0.5 bar is used): Negative delta pressure of the underlying P+I+D+DDsum required to enter the limited PID ramp down mode.

MIN_PRESSURE_INCREASE_TO_STAY_IN_LMTD_RAMP_DOW N (in this example avalue of 0.5 bar is used): Positive delta pressure of the underlyingP+I+D+DD sum above which limited PID ramp down mode exits.

MAX_RAMP_DOWN_RATE (in this example a value of −300 bar/s is used): Rampdown rate used when opposite front wheel requests PID interventionconcurrently as inside wheel is ramping down PID requested pressure.

ENTER_THRES (in this example a value of 30.0 bar is used): PID requestedpressure threshold for either front wheel, above which the flagPID_ACTIVE is set. A true value for the aforementioned flag constitutesone of the necessary conditions for activating RSC.

LAT_ACC_ACTVTION_THRSHLD (in this example a value of 5.0 m/s/s is used):Absolute value of vehicle lateral acceleration threshold above which thevariable LARGE_LAT_ACC_COUNTER is initialized to LAT_ACC_COUNTER_INIT. Anonzero value of this counter is a necessary condition for activatingRSC.

LAT_ACC_COUNTER_INIT (in this example a value of 3.0 sec is used): Timeduration assigned to LARGE_LAT_ACC_COUNTER when vehicle lateralacceleration magnitude exceeds LARGE_ ROLL_RATE_THRESH.

EXIT_THRES (in this example a value of 10.0 bar is used): PID requestedpressure threshold for either front wheel below which the flagPID_ACTIVE resets to false, thus exiting PID control.

WHEEL_STABLE_IN_SLIP (in this example a value of −15% is ; used):Maximum slip ratio observed on PID controlled wheel before PIDintervention can exit.

MIN_PID_PRES_FOR_FORCED_CONTROL_EXIT (in this example a value of 9 baris used): PID pressure threshold below which PID intervention is forcedto exit, in case wheel is allowed to lock for an extended period thusnot allowing the WHEEL_STABLE_IN_SLIP criteria to be met.

RECENT_PID_EVNT_THRSHLD (in this example a value of 0.7 sec is used):Period of time during which the history of any PID intervention islogged.

RECENT_AYC_EVNT_THRSHLD (in this example a value of 0.7 sec is used):Period of time during which the history of any AYC intervention islogged.

PID_MINIMUM_ACTIVATION_SPEED (in this example a value of 7.0 m/s isused): Vehicle speed below which RSC system will not activate.

MAXIMUM_SPEED_TO_CONTINUE_PID (in this example a value of 5.0 m/s isused: If vehicle speed falls below this threshold during PIDintervention, PID control exits.

MAXIMUM_STBLZ_PRESSURE (in this example a value of 255.0 bar is used).

LOOP_TIME_SEC: (in this example a value of 0.007 sec is used): Samplingtime of input signals, as well as maximum allowable execution time ofstability control system logic.

Compute PID Desired Braking Pressures Logic

The description of the PID feedback controller for non-tripped rollevents follows. An explanation of the calculation of each term isincluded, and a C-language implementation of the computation is alsoincluded.

Referring now to FIG. 9, a flowchart illustrating the operation of thePID controller 78 is illustrated. In step 400 the sensors of the systemare read. In step 402 the various inputs described above are obtained.

In step 404 a derivative term of the roll stabilizing requestedpressures for each front wheel is determined. During PID intervention orif a recent moderately aggressive transition maneuver (as indicated fromthe transition controller), the derivative deadband determined in step406 is set to a constant negative threshold(DERIV_DB_DURING_PID_CONTROL) to provide for a prediction of normal loadoscillations. Otherwise the derivative deadband (DERIV_DB) is a functionof the vehicle's lateral acceleration, nearing zero as the lateralacceleration increases beyond 0.7 g's.

For left turns (positive roll angle), compute derivative pressure termfor outer (right) front wheel.

if (PID_ACTIVE[FR]||RIGHT_TO_LEFT_TRANSITION)derivative_db=DERIV_DB_DURING_PID_CONTROL; else derivative_db=DERIV_DB;if ((FLT_ROLL_RATE−derivative_db)>0)DrvtvPres[FR]=K_D_UP*(FLT_ROLL_RATE−derivative_db); elseDrvtvPres[FR]=K_D_DOWN*(FLT_ROLL_RATE− Derivative_db);

For right turns (negative roll angle), compute derivative pressure termfor outer (left) front wheel.

if (PID_ACTIVE[FL]||LEFT_TO_RIGHT_TRANSITION)derivative_db=DERIV_DB_DURING_PID_CONTROL; else derivative_db=DERIV_DB;if ((FLT_ROLL_RATE+derivative_db)<0)DrvtvPres[FL]=(−1.0)*K_D_UP*(FLT_ROLL_RATE+derivative_db); else DrvtvPres[FL]=(−1.0)*K_D_DOWN*(FLT_ROLL_RATE+derivative_db);

In step 406, the double derivative term of the roll stabilizingrequested pressures for each front wheel, based on roll accelerationsignal is determined. This term is effective during RSC intervention, asK_DD_DOWN is set to zero.

For left turns (positive roll angle), the double derivative pressureterm for outer (right) front wheel is determined.

if ((ROLL_ACCELERATION>0)&&RSC_IN_CYCLE)DDPres[FR]=K_DD_UP*ROLL_ACCELERATION; else DDPres[FR]=K_DD_DOWN*ROLL_ACCELERATION;

For right turns (negative roll angle), compute derivative pressure termfor outer (left) front wheel.

if ((ROLL_ACCELERATION<0)&&RSC_IN_CYCLE)DDPres[FL]=(−1.0)*K_DD_UP*ROLL_ACCELERATION; elseDDPres[FL]=(−1.0)*K_DD_DOWN*ROLL_ACCELERATION;

In step 408 a proportional term of the roll stabilizing requestedpressures for each front wheel is determined. A roll signal for controlis determined based on the vehicle angle. In the present example theROLL_SIG_ FOR_CONTROL is based on the difference betweenROLL_ANGLE_TOTAL and REFERENCE_BANK_ANGLE as set forth in:

ROLL_SIG_FOR_CONTROL=ROLL_ANGLE_TOTAL−REFERENCE _BANK_ANGLE;

The proportional term is based on roll angle error signal formed bysubtracting a deadband, of value PROP_DB, from the input control signalROLL_SIG_FOR_CONTROL. This error signal is then multiplied by theproportional gain factor K_P to obtain the proportional pressure term.

For left turns (positive roll angle), compute proportional pressure termfor outer (right) front wheel.

if ((ROLL_SIG_FOR_CONTROL−PROP_DB)>0)PropPres[FR]=(ROLL_SIG_FOR_CONTROL−PROP_DB)*K_P_UP; elsePropPres[FR]=(ROLL_SIG_FOR_CONTROL−PROP_DB) *K_P_DOWN;

A history of recent large positive roll rate is kept. The history isused as a screening criteria for initiating proportional peak hold logicdescribed thereafter. RECENT_LARGE_PSTV_ROLL_RATE_TIMER is used to keeptrack of this criteria.

if (FLT_ROLL_RATE>LARGE_ROLL_RATE_THRESH) {RECENT_LARGE_PSTV_ROLL_RATE_TIMER= RECENT_LARGE_ROLL_RATE; } else if(RECENT_LARGE_PSTV_ROLL_RATE_TIMER>0) {RECENT_LARGE_PSTV_ROLL_RATE_TIMER−−; } if(RECENT_LARGE_PSTV_ROLL_RATE_TIMER>0)RECENT _LARGE_PSTV_ROLL_RATE=TRUE;else RECENT_LARGE_PSTV_ROLL_RATE=FALSE;

Proportional peak hold logic: When a large positive roll divergencestarts building, as indicated by roll signal for control exceedingPROP_HOLD_ANGLE_THRESHOLD and corroborated by the existence of a recentlarge positive roll rate, a constant base level of PID pressure toachieve a consistent level of deep slip on the wheel is maintained. Thishelps mitigate vehicle bounce during aggressive maneuvers. The constantbase level is obtained by holding the peak value of the proportionalterm until the next proportional peak that exceeds the threshold, oruntil a timer (PROP_PEAK_HOLD_TIMER[FR]) runs out.

FIG. 10 depicts the intended proportional peak hold strategy. In regionA the proportional signal is held. In region B, because the newproportional peak pressure is increasing, the proportional hold pressureis allowed to track to a new peak. In region C the proportional pressuredecreases, so the hold pressure is ramped down. In Region D the holdpressure continues to ramp down since the proportional pressurecontinues to decrease. It should be noted that the proportional peakhold value is held at least until the timer is reset. The countdowntimer is maintained at its peak value until the roll signal for controldrops below the proportional hold angle threshold.

This is set forth in the following logic:

if ((ROLL_SIG_FOR_CONTROL>PROP_HOLD_ANGLE _THRESHOLD)&&(RECENT_LARGE_PSTV_ROLL_RATE||(PROP_PEAK _HOLD_TIMER[FR]>0))) { //rollangle exceeds threshold AND recent large positive roll rate was seen orhave already entered prop peak hold mode, //enter/keep in prop peak holdmode if (PROP_PEAK_HOLD_TIMER[FR]==0) { //first divergent oscillationindicated by a null prop hold timerINITIAL_DIVERGENT_OSCILLATION[FR]=TRUE; } if(INITIAL_DIVERGENT_OSCILLATION[FR]) { //prop hold logic for firstdivergent oscillation PROP_PEAK_HOLD_TIMER[FR]=PROP_HOLD_LOOPS; //settimer to max value during divergence if(PropPres[FR]>=REFERENCE_PROP_PEAK_HOLD [FR]) { //PropPres is stillrising, let PeakHold track it REFERENCE_PROP_PEAK_HOLD[FR]=PropPres[FR]; PROP_PEAK_HOLD[FR]= FALSE; } else { //PropPres is no longerrising, assign latched PeakHold to PropPresPropPres[FR]=REFERENCE_PROP_PEAK_HOLD[FR]; PROP_PEAK_HOLD[FR]=TRUE; } }else //prop hold logic for subsequent divergent oscillations {PROP_PEAK_HOLD_TIMER[FR]=PROP_HOLD_LOOPS;//set timer to max value duringdivergence//Logic to handle transitions to a higher or lower subsequentproportional peak roll signal if (PropPres[FR]>NEW_PROP_PEAK_HOLD[FR]) {//Prop Pres is still rising, assign a NewPeakHold to track itNEW_PROP_PEAK_HOLD[FR]=PropPres[FR]; TRACKING_NEXT_PEAK[FR]=TRUE;//flagindicating NewPeakHold is in tracking modeRAMP_DOWN_TO_NEW_PROP_PEAK[FR] =FALSE; //reset ramp down once trackingpeak starts } else { //PropPres is no longer rising, reset tracking flagTRACKING_NEXT_PEAK[FR]=FALSE; } //Logic to handle transition fromReference PeakHold to NewPeakHold if((PropPres[FR]>REFERENCE_PROP_PEAK_HOLD[FR])&& TRACKING_NEXT_PEAK[FR]) {//allow PropPres increase above prior PeakHold during tracking modePROP_PEAK_HOLD[FR]= FALSE; } else if((PropPres[FR]>REFERENCE_PROP_PEAK_HOLD [FR])&&!TRACKING_NEXT_PEAK[FR]){ //NewPeakHold is latched and is > prior PeakHold, soREFERENCE_PROP_PEAK_HOLD[FR]=NEW _PROP_PEAK_HOLD[FR];//assignNewPeakHold //to PeakHold, and PropPres[FR]=REFERENCE_PROP_PEAK_HOLD[FR]//assign latched NewPeakHold to PropPresRAMP_DOWN_TO_NEW_PROP_PEAK[FR]=FALSE; //since ramp up to NewPeakHoldoccurred, //ramp down is not active PROP_PEAK_HOLD[FR]=TRUE; } else if((PropPres[FR]<REFERENCE_PROP_PEAK _HOLD[FR])) { if(!TRACKING_NEXT_PEAK[FR] &&(REFERENCE_PROP_PEAK_HOLD[FR]>NEW_PROP_PEAK_HOLD[FR])) { //NewPeakHold is latched and is<prior PeakHold,REFERENCE_PROP_PEAK_HOLD[FR] −=PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC;//ramp down prior PeakHold toNewPeakHold,RAMP_DOWN_TO_NEW_PROP_PEAK[FR]=TRUE; //indicate ramp down is ineffect if (REFERENCE_PROP_PEAK_HOLD[FR]<NEW _PROP_PEAK_HOLD[FR]) {//ramp down of prior PeakHold brings it to NewPeakHold level, // assignNewPeak Hold to PeakHold, and REFERENCE_PROP_PEAK_HOLD[FR]=NEW_PROP_PEAK_HOLD[FR]; RAMP_DOWN_TO_NEW_PROP_PEAK[FR]=FALSE;//indicate end of ramp down//of PeakHold towards NewPeakHold } }PropPres[FR]=REFERENCE_PROP_PEAK_HOLD[FR];//assign PeakHold toPropPresPROP_PEAK_HOLD[FR]=TRUE; } } } else { //roll angle is<=threshold, so decrement timer and assign PropPres to PeakHold if(PROP_PEAK_HOLD_TIMER[FR]>1) { //PropHold timer is>1, therefore holdPropPres INITIAL_DIVERGENT _OSCILLATION[FR]=FALSE; //first divergentoscillation of prop peak hold mode has ended PROP_PEAK_HOLD_TIMER[FR]−−;//decrement PropHold timer if (RAMP_DOWN_TO_NEW_PROP_PEAK[FR]) { //rampdown of prior PeakHold to NewPeakHold is not completed, continue tilldone REFERENCE_PROP_PEAK_HOLD[FR]−PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC; { //ramp down prior PeakHold toNewPeakHold if (REFERENCE_PROP_PEAK_HOLD[FR]<NEW _PROP_PEAK_HOLD[FR]) {//ramp down of prior PeakHold brings it to NewPeakHold level, //assignNewPeakHold to PeakHold REFERENCE_PROP_PEAK_HOLD[FR]=NEW_PROP_PEAK_HOLD[FR]; RAMP_DOWN_TO_NEW_PROP_PEAK[FR] =FALSE;//indicateend of ramp down of //PeakHold towards NewPeakHold } } else { //rampdown from old to new PeakHold has ended or was not in effect, so resetNewPeakHold state NEW_PROP_PEAK_HOLD[FR]=0; } if{PropPres[FR]<REFERENCE_PROP_PEAK_HOLD[FR]) { //overwrite decreasingPropPres with PeakHold during peak hold modePropPres[FR]=REFERENCE_PROP_PEAK_HOLD [FR]; PROP_PEAK_HOLD[FR]=TRUE; }else { //PropPres is higher than PeakHold, allow PropPres increase abovePeakHold by PROP_PEAK_HOLD[FR]=FALSE; //exiting prop hold mode andkeeping upstream PropPres } } else //PropHold timer<=1, ramp out of propPeakHold if it existed //otherwise upstream PropPres value is keptunchanged { if (PROP_PEAK_HOLD_TIMER[FR]==1) { //prop hold mode was ineffect, set flag indicating ramp down of PeakHold to PropPresRAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FR] =TRUE; PROP_PEAK_HOLD_TIMER[FR]=0;} if (RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FR]) { //ramp down of PeakHold toPropPres if (REFERENCE_PROP_PEAK_HOLD[FR]>(PropPres[FR]+PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC)) {REFERENCE_PROP_PEAK_HOLD[FR]−=PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC;//ramp down prior PeakHold to NewPeakHoldPropPres[FR]=REFERENCE_PROP_PEAK _HOLD[FR]; } else //PeakHold reachedupstream PropPres, end ramp down and exit prop hold logic {REFERENCE_PROP_PEAK_HOLD[FR]=0; RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FR]=FALSE; } } else //ramp down of PeakHold to PropPres has ended, or {//roll angle never exceeded threshold, thereforeREFERENCE_PROP_PEAK_HOLD[FR]=0;//reset reference prop peak pressure }NEW_PROP_PEAK_HOLD[FR]=0; PROP_PEAK_HOLD[FR]=FALSE;RAMP_DOWN_TO_NEW_PROP_PEAK[FR]=FALSE; } }

For right turns (negative roll angle), compute proportional pressureterm for outer (left) front wheel by:

if ((ROLL_SIG_FOR_CONTROL+PROP_DB)<0)PropPres[FL]=(−1.0)*(ROLL_SIG_FOR_CONTROL+PROP _DB)*K_P_UP; elsePropPres[FL]=(−1.0)*(ROLL_SIG_FOR_CONTROL+PROP _DB)*K_P_DOWN;

Keep history of recent large negative roll rate, which is used as ascreening criteria for initiating proportional peak hold logicthereafter. RECENT_LARGE_NGTV_ROLL_RATE_TIMER is used to keep track ofthis criteria.

if (FLT_ROLL_RATE<(−1*LARGE_ROLL_RATE_THRESH)) {RECENT_LARGE_NGTV_ROLL_RATE_TIMER=RECENT _LARGE_ROLL_RATE; } else if(RECENT_LARGE_NGTV_ROLL_RATE_TIMER>0) {RECENT_LARGE_NGTV_ROLL_RATE_TIMER−−; } if(RECENT_LARGE_NGTV_ROLL_RATE_TIMER>0)RECENT _LARGE_NGTV_ROLL_RATE=TRUE;else RECENT_LARGE_NGTV_ROLL_RATE=FALSE;

When a large negative roll divergence starts building, as indicated byroll signal for control exceeding PROP_HOLD_ANGLE_THRESHOLD andcorroborated by the existence of a recent large negative roll rate, thisstrategy serves to keep a constant base level of PID pressure to achievea consistent level of deep slip on the wheel and thus help mitigatevehicle bounce during aggressive maneuvers. The constant base level isobtained by holding the peak value of the proportional term until thenext proportional peak that exceeds the threshold, or untilPROP_PEAK_HOLD_TIMER[FL] runs out.

if ((ROLL_SIG_FOR_CONTROL<(−1.0*PROP_HOLD_ANGLE _THRESHOLD))&&(RECENT_LARGE_NGTV_ROLL_RATE||(PROP_PEAK _HOLD_TIMER[FL]>0)) ) {//roll angle exceeds threshold AND recent large negative roll rate wasseen or have already entered prop peak hold mode, //enter/keep in proppeak hold mode if (PROP_PEAK_HOLD_TIMER[FL]==0) { //first divergentoscillation indicated by a null prop hold timerINITIAL_DIVERGENT_OSCILLATION[FL]=TRUE; } if(INITIAL_DIVERGENT_OSCILLATION[FL]) { //prop hold logic for firstdivergent oscillation PROP_PEAK_HOLD_TIMER[FL]=PROP_HOLD_LOOPS; //settimer to max value during divergence if(PropPres[FL]>=REFERENCE_PROP_PEAK_HOLD [FL]) { //PropPres is stillrising, let PeakHold track it REFERENCE_PROP_PEAK_HOLD[FL]=PropPres[FL]; PROP_PEAK_HOLD[FL]=FALSE; } else { //PropPres is no longer rising,assign latched PeakHold to PropPresPropPres[FL]=REFERENCE_PROP_PEAK_HOLD [FL]; PROP_PEAK_HOLD[FL]=TRUE; } }else //prop hold logic for subsequent divergent oscillations {PROP_PEAK_HOLD_TIMER[FL]=PROP_HOLD_LOOPS; //set timer to max valueduring divergence //Logic to handle transitions to a higher or lowersubsequent proportional peak roll signal if(PropPres[FL]>NEW_PROP_PEAK_HOLD[FL]) { //PropPres is still rising,assign a NewPeakHold to track it NEW_PROP_PEAK_HOLD[FL]=PropPres[FL];TRACKING_NEXT_PEAK[FL]=TRUE;//flag indicating NewPeakHold is in trackingmode RAMP_DOWN_TO_NEW_PROP_PEAK[FL]=FALSE; //reset ramp down oncetracking peak starts } else { //PropPres is no longer rising, resettracking flag TRACKING_NEXT_PEAK[FL]=FALSE; } //Logic to handletransition from ReferencePeakHold to NewPeakHold if((PropPres[FL]>REFERENCE_PROP_PEAK_HOLD[FL]) &&TRACKING_NEXT_PEAK[FL]) {//allow PropPres increase above prior PeakHold during trackingmodePROP_PEAK_HOLD[FL]=FALSE; } else if((PropPres[FL]>REFERENCE_PROP_PEAK _HOLD[FL])&&!TRACKING_NEXT_PEAK[FL]){ //NewPeakHold is latched and is>prior PeakHold, soREFERENCE_PROP_PEAK_HOLD[FL]=NEW _PROP_PEAK_HOLD[FL]; //assignNewPeakHold //to PeakHold, and PropPres[FL]=REFERENCE_PROP_PEAK_HOLD[FL]; //assign latched NewPeakHold to PropPresRAMP_DOWN_TO_NEW_PROP_PEAK[FL] =FALSE; //since ramp up to NewPeakHoldoccurred, // ramp down is not active PROP_PEAK_HOLD [FL]=TRUE; } else if((PropPres[FL]<REFERENCE_PROP_PEAK_HOLD [FL])) { if(!TRACKING_NEXT_PEAK[FL]&&(REFERENCE_PROP_PEAK_HOLD[FL]>NEW_PROP_PEAK_HOLD[FL])) { //NewPeakHold is latched andis<prior PeakHold, REFERENCE_PROP_PEAK_HOLD[FL]−=PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC; //ramp down prior PeakHold to NewPeakHold, RAMP_DOWN_TO_NEW_PROP_PEAK[FL]=TRUE; //indicate ramp down is in effectif (REFERENCE_PROP_PEAK_HOLD[FL]<NEW_PROP_PEAK _HOLD[FL]) { //ramp downof prior PeakHold brings it to NewPeakHold level, //assign NewPeakHoldto PeakHold, and REFERENCE_PROP_PEAK_HOLD[FL]=NEW _PROP_PEAK_HOLD[FL];RAMP_DOWN_TO_NEW_PROP_PEAK[FL]=FALSE; //indicate end of ramp down // ofPeakHold towards NewPeakHold } }PropPres[FL]=REFERENCE_PROP_PEAK_HOLD[FL]; //assign PeakHold to PropPresPROP_PEAK_HOLD[FL]=TRUE; } } } else { //roll angle is<=threshold, sodecrement timer and assign PropPres to PeakHold if(PROP_PEAK_HOLD_TIMER[FL]>1) { //PropHold timer is > 1, therefore holdPropPres INITIAL_DIVERGENT_OSCILLATION[FL]=FALSE; //first divergentoscillation of prop peak hold mode has ended PROP_PEAK_HOLD_TIMER[FL]−−;//decrement PropHold timer if (RAMP_DOWN_TO_NEW_PROP_PEAK[FL]) { //rampdown of prior PeakHold to NewPeakHold is not completed, continue tilldone REFERENCE_PROP_PEAK_HOLD[FL]−=PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC; // ramp down prior PeakHold toNewPeakHold if (REFERENCE_PROP_PEAK_HOLD[FL]<NEW_PROP _PEAK_HOLD[FL]) {//ramp down of prior PeakHold brings it to NewPeakHold level, //assignNewPeakHold to PeakHoldREFERENCE_PROP_PEAK_HOLD[FL]=NEW_PROP_PEAK_HOLD[FL];RAMP_DOWN_TO_NEW_PROP_PEAK[FL]=FALSE; //indicate end of ramp down of//PeakHold towards NewPeakHold } } else { //ramp down from old to newPeakHold has ended or was not in effect, so reset New PeakHoldstateNEW_PROP_PEAK_HOLD [FL]=0; } if(PropPres[FL]<REFERENCE_PROP_PEAK_HOLD[FL]) { //overwrite decreasingPropPres with PeakHold during peak hold mode PropPres[FL]=REFERENCE_PROP_PEAK_HOLD[FL];PROP_PEAK_HOLD[FL]=TRUE; } else { //PropPres is higherthan PeakHold, allow PropPres increase above PeakHold byPROP_PEAK_HOLD[FL]= FALSE; //exiting prop hold mode and keeping upstreamPropPres } } else //PropHold timer<=1, ramp out of prop PeakHold if itexisted //otherwise upstream PropPres value is kept unchanged { if(PROP_PEAK_HOLD_TIMER[FL]==1) { //prop hold mode was in effect, set flagindicating ramp down of PeakHold to PropPresRAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FL]=TRUE; PROP_PEAK_HOLD_TIMER[FL]= 0;} if (RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FL]) { //ramp down of PeakHold toPropPres if (REFERENCE_PROP_PEAK_HOLD[FL]>(PropPres[FL]+PROP_PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC)) {REFERENCE_PROP_PEAK_HOLD[FL]−=PROP _PEAK_RAMP_DOWN_RATE*LOOP_TIME_SEC;//ramp down prior PeakHold to NewPeakHoldPropPres[FL]=REFERENCE_PROP_PEAK_HOLD[FL]; } else //PeakHold reached upstreamPropPres, end ramp down and exit prop hold logic {REFERENCE_PROP_PEAK_HOLD[FL]=0;RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[FL]=FALSE; } } else //ramp down ofPeakHold to PropPres has ended, or { //roll angle never exceededthreshold, therefore REFERENCE_PROP_PEAK_HOLD[FL]=0; //reset referenceprop peak pressure } NEW_PROP_PEAK_HOLD[FL]=0; PROP_PEAK_HOLD[FL]=FALSE;RAMP_DOWN_TO_NEW_PROP_PEAK[FL]=FALSE; } }

Referring back to FIG. 9, in step 412 an intermediate sum of the P, Dand DD pressures for front left and front right wheels may be obtainedas follows:

//Calculate current loop's value of P_D_DD sum for front right wheelP_D_DD_Sum [FR]=PropPres[FR] +DrvtvPres[FR]+DDPres[FR]; //Calculatecurrent loop's value of P_D_DD sum for front left wheel P_D_DD_Sum[FL]=PropPres[FL] +DrvtvPres[FL]+DDPres[FL];

In step 414 an integral term of the roll stabilizing requested pressuresfor each front wheel is determined. A deadband, of value INTG _DB, issubtracted from ROLL_SIG_FOR_CONTROL to form the input error signal tothe integral pressure term.

For the integral term, special precaution has to be taken regardingintegral windup. Integrator windup is a condition that occurs when theinput error signal remains large; which in turn causes the integratorterm to grow (wind up) to very large values. Even after the roll anglefalls within the target deadband, the integrator term takes anexcessively long time to unwind; thus continuing to needlessly commandcontrol pressure. In order to avoid this situation, the following stepsare applied: Impose an upper and lower bound on the input error signal[ROLL_SIG_FOR_CONTROL-INTG _DB], defined by MAX_INTGRTR_ERROR andMIN_INTGRTR_ERROR respectively. This limits the error term that getsadded (integrated) each execution loop and compute an integral pressureterm based on this bound input error signal.

For left turns (positive roll angle), the integral pressure term forouter (right) front wheel is determined by:

//Compute raw value of Integral error for right wheelIntegralError[FR]=ROLL_SIG_FOR_CONTROL −INTG_DB; //Put bounds on min andmax values of the integral error, to prevent integrator windupIntegralError [FR]=LIMIT (IntegralError[FR], ((−1)*MIN_INTGRTR _ERROR),MAX_INTGRTR_ERROR); //Compute cumulative Integrator term IntegPres[FR]=INTGRAL_PRESSR[FR]+(IntegralError[FR]*K_I*LOOP _TIME_SEC);INTGRAL_PRESSR[FR]=IntegPres[FR]; //Limit integral term to be asnegative as the P, D, DD sum is positive, so as not to delay //a fastramping positive P+D+DD pressure if((INTGRAL_PRESSR[FR]<0)&&(P_D_DD_Sum[FR]>0)&&(INTGRAL_PRESSR[FR]<(−P_D_DD_Sum[FR])) )INTGRAL_PRESSR[FR]=−P_D_DD_Sum[FR]; //If both integral pressure and PDsum are negative, zero out the integral pressure term //so as not todelay total req. pressure from ramping up when the PD sum does becomepositive else if ((INTGRAL_PRESSR[FR]<0)&&(P_D_DD_Sum[FR]<0))INTGRAL_PRESSR[FR]=0;

For right turns (negative roll angle), the integral pressure term forouter (left) front wheel is determined by:

//Compute raw value of Integral error for right wheelIntegralError[FL]=ROLL_SIG_FOR_CONTROL +INTG_DB; //Put bounds on min andmax values of the integral error, to prevent integrator windup IntegralError[FL]=LIMIT(IntegralError[FL],((−1)*MAX _INTGRTR_ERROR),MIN_INTGRTR_ERROR); //Compute cumulative Integrator term IntegPres[FL]=INTGRAL_PRESSR[FL]−(IntegralError[FR] *K_I*LOOP_TIME_SEC);INTGRAL_PRESSR[FL]=IntegPres[FL]; // Limit integral term to be asnegative as the P, D, DD sum is positive, so as not to delay // a fastramping positive P+D+DD pressure if ((INTGRAL_PRESSR[FL]<0)&&(P_D_DD_Sum[FL]>0)&&(INTGRAL_PRESSR[FL]<(−P_D_DD_Sum [FL])))INTGRAL_PRESSR[FL]=−P_D_DD _Sum[FL]; //If both integral pressure and PDsum are negative, zero but the integral pressure term //so as not todelay total req. pressure from ramping up when the PD sum does becomepositive else if ((INTGRAL_PRESSR[FL]<0)&&(P_D_DD_Sum[FL]<0))INTGRAL_PRESSR[FL]=0;

In step 416 the ramp down rate of PID requested pressure while PIDintervention is active is limited. The hydraulic control unit canrelease pressure faster than it can build it. So to provide for a moreuniform PID pressure request, the ramp down rate of PID pressure islimited to the symmetrical value of the hydraulics build rate. Thishelps keep a consistent level of slip on the control wheel which in turnreduces possible roll oscillations. This is performed by the followinglogic:

for (WheelIndex=FL; WheelIndex<=FR; WheelIndex++) { //Calculate upstreamunlimited delta pressure request Raw_DeltaP[WheelIndex]=INTGRAL_PRESSR[WheelIndex]+P_D_DD_Sum[WheelIndex]−Z1_PID_DD_SUM [WheelIndex];//Conditions for entering and keeping in ramp down limit logic if(PID_ACTIVE[WheelIndex]&&(((Raw_DeltaP[WheelIndex]<MAX_PRESSURE_DECREASE_TO_ENTER_LMTD_RAMP_DOWN)&&!LIMITED_RAMP_DOWN _RATE_MODE[WheelIndex])||((Raw_DeltaP[WheelIndex]<MIN_PRESSURE_INCREASE_TO_STAY_IN_LMTD_RAMP_DOWN)&&LIMITED_RAMP_DOWN _RATE_MODE[WheelIndex]))) {//Set limited ramp down rate mode to true LIMITED_RAMP_DOWN_RATE_MODE[WheelIndex] =TRUE;LmtdRampDownRate=LMTD_RAMP_DOWN_RATE; //If opposite front wheel startsrequesting PID pressure, override ramp down rate by mirror value of max//hydraulics build rate if (PID_ACTIVE[CROSS_AXLE _WHEEL(WheelIndex)]) {LmtdRampDownRate=MAX_RAMP_DOWN_RATE; } //calculate delta pressuredecrease term for current loop, by capping lower limit toLmtdRampDownRate //Given that the delta will be negative, take themaximum of it and the ramp down rate limitLmtd_DeltaP_For_RmpDwn[WheelIndex]=max(Raw_DeltaP [WheelIndex],LmtdRampDownRate); } else //Limited ramp down rate mode was not entered{ //Set limited ramp down rate mode to false stateLIMITED_RAMP_DOWN_RATE_MODE[WheelIndex]=FALSE; } }

In step 418 the total PID requested pressure of the current loop isdetermined according to the following four modes:

for (WheelIndex=FL; WheelIndex<=FR; WheelIndex++) { //Save P,I,D,DD sumfor next loopZ1_PID_DD _SUM[WheelIndex]=P_D_DD_Sum[WheelIndex]+INTGRAL_PRESSR[WheelIndex]; (1) If in ramp down mode, decrement bylimited ramp down delta if (LIMITED_RAMP_DOWN_RATE_MODE [WheelIndex]) {PIDStblzPres[WheelIndex]=PID_STBLZ_PRES[WheelIndex]+Lmtd_DeltaP_For_RmpDwn[WheelIndex]; }

-   -   (2) If total increasing PID pressure is positive and PID control        is active, limit pressure increase delta to take into account        actuator drive limits. The limit becomes effective once pressure        estimate increases by PRESSURE_INCREASE_DELTA_FOR_INFLECTION        _ADJUST from initial pressure estimate value upon activation,        then will remain in effect as long as pressure estimate remains        above the exit threshold (EXIT_THRES)

else if (PID_ACTIVE[WheelIndex]&&((P_D_DD_Sum[WheelIndex]+INTGRAL_PRESSR [WheelIndex])>0)&&((((BRAKE_PRESSR_ESTMT[WheelIndex]−PRES_EST_UPON_PID_INCREASE[WheelIndex])>PRESSURE_INCREASE_DELTA_FOR_INFLECTION_ADJUST)&&(!INITIAL_ADJUST_HAS_OCCURRED[WheelIndex]))||((BRAKE_PRESSR_ESTMT[WheelIndex]>EXIT_THRES)&&(INITIAL_ADJUST_HAS_OCCURRED[WheelIndex]))) ) { if((PID_STBLZ_PRES[WheelIndex]+Raw_DeltaP[WheelIndex]−BRAKE_PRESSR_ESTMT[WheelIndex]) >PRESSURE_OFFSET_DURING_PID_RAMP_UP){ PIDStblzPres[WheelIndex]=BRAKE_PRESSR_ESTMT [WheelIndex]+PRESSURE_OFFSET_DURING_PID _RAMP_UP; } else {PIDStblzPres[WheelIndex]=PID_STBLZ_PRES[WheelIndex]+Raw_DeltaP[WheelIndex]; } //Logic for detecting initialadjustment of req. pressure towards pressure estimate during ramp upphase if (!INITIAL_ADJUST_TO_PRES_ESTMT [WheelIndex]&&!INITIAL_ADJUST_HAS_OCCURRED[WheelIndex]) {INITIAL_ADJUST_TO_PRES_ESTMT [WheelIndex] =TRUE;INITIAL_ADJUST_HAS_OCCURRED[WheelIndex] =TRUE; } //SetINITIAL_ADJUST_TO_PRES_ESTMT flag for only one loop's duration peractivation cycle else INITIAL_ADJUST_TO_PRES_ESTMT [Wheel Index]=FALSE;}

-   -   (3) If total increasing PID pressure is positive and PID control        is active, but pressure estimate has not yet increased over the        activation pressure estimate by        PRESSURE_INCREASE_DELTA_FOR_INFLECTION

_ADJUST, assign total PID pressure to prior total plus the upstreamunlimited delta pressure increase. else if (PID_ACTIVE[WheelIndex]&&((P_D_DD_Sum [WheelIndex]+INTGRAL_PRESSR[WheelIndex])>0)){ PIDStblzPres[WheelIndex]=PID_STBLZ_PRES[WheelIndex]+Raw_DeltaP[WheelIndex]; } (4) If PID control is active butunderlying P,I,D,DD pressure sum is negative, OR PID is not active, thetotal PID pressure is assigned to the underlying P,I,D,DD pressure sum.else PIDStblzPres[WheelIndex]=P_D_DD_Sum[WheelIndex]+INTGRAL_PRESSR[WheelIndex];PIDStblzPres[WheelIndex]=LIMIT(PIDStblzPres [WheelIndex], 0,MAXIMUM_STBLZ_PRESSURE); } /*End for loop*/

The PID control entrance and exit strategy is performed in step 420. Ahistory of vehicle lateral acceleration exceeding a given largethreshold is kept to be used as a screening criteria for PID activationis performed.

if (ABS(CG_FLT_LAT_ACC)>LAT_ACC_ACTVTION_THRSHLD)LARGE_LAT_ACC_COUNTER=LAT_ACC_COUNTER_INIT; else if(LARGE_LAT_ACC_COUNTER>0) LARGE_LAT_ACC_COUNTER−−;

PID control is enabled in the following.

if ((LARGE_LAT_ACC_COUNTER>0) // Large lat acc or recent history oflarge lat acc &&((REF_VELOCITY_YC>PID_MINIMUM_ACTIVATION _SPEED)||((PID_ACTIVE [FL]||PID_ACTIVE[FR])&& (REF_VELOCITY_YC>MAXIMUM_SPEED_TO_CONTINUE_PID)) ) &&(!RSC_DISABLED) //RSC system is enabled, noshutdowns exist &&(!REVERSE_MOVEMENT) //Allow activation only goingforward &&(!STATUS_FIRST_RUN) //Allow activation only after first runbecomes false ) EnablePIDControl=TRUE; else EnablePIDControl=FALSE;

Activating/deactivating individual wheel PID control, figuring in DriverBrake Apply is determined in step 422. This is set forth in thefollowing code:

for (WheelIndex=FL; Wheel Index<=FR; WheelIndex++) { if (PID_ACTIVE[WheelIndex]) { //PID control already active on wheel, check forexistence of de-activation conditions if (!EnablePIDControl|| //Enforceexit when PID pressure goes below 9 bar(PIDStblzPres[WheelIndex]<=MIN_PID_PRES_FOR _FORCED_CONTROL_EXIT)|| //Once PIDcontrol pressure gets within ~10 bar of driver pressure AND((PIDStblzPres[WheelIndex] <(DRIVER_REQ_PRESSURE+EXIT_THRES)) && //PIDcontrol pressure is less than or equal to wheel pressure estimate (incase pressure build //is in a slow build mode and thus not reflectingdriver pressure) AND */(PIDStblzPres[WheelIndex]<=(BRAKE_PRESSR_ESTMT[WheelIndex]))&& //wheel slip ratio is greater than~ −15%to indicate appropriateness for ABShandoff*/(SLIP_RATIO[WheelIndex] >=WHEEL_STABLE_IN_SLIP))) {PID_ACTIVE[WheelIndex]=FALSE; INTGRAL_PRESSR[WheelIndex]=0; //Reset keystate variables PRES_EST_UPON_PID_INCREASE[WheelIndex]=0;REFERENCE_PROP_PEAK_HOLD[WheelIndex]=0;PROP_PEAK_HOLD_TIMER[WheelIndex]=0;RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[WheelIndex] =FALSE;

If driver is braking upon PID exit, a flag is set to desensitize PIDre-entry

if (DRIVER_BRAKING_FLAG) EXIT_PID_DURING_DRIVER_BRAK[WheelIndex]=TRUE;else EXIT_PID_DURING_DRIVER_BRAK[WheelIndex]=FALSE; } } //EndPID_ACTIVE==TRUE else //PID control not active on wheel, check ifconditions exist for activation { //reset initial PID pressure adjust(toward pressure estimate) flag for next PID activationINITIAL_ADJUST_HAS_OCCURRED[WheelIndex]=FALSE; //Keep forcing prop peakhold exit until PID reactivation by resetting key state variablesPROP_PEAK_HOLD_TIMER[WheelIndex]=0;REFERENCE_PROP_PEAK_HOLD[WheelIndex]=0;RAMP_DOWN_PROP_HOLD_TO_PROP_PRES[WheelIndex] =FALSE; //If driver is nolonger braking, allow PID entry at entrance threshold if(!DRIVER_BRAKING_FLAG) { EXIT_PID_DURING_DRIVER_BRAK[WheelIndex] =FALSE;} if ((//If driver is no longer braking OR driver is braking but PIDintervention had not //been called for yet, allow PID entry at entrancethreshold ((PIDStblzPres[WheelIndex]>=ENTER_THRES)&&(!EXIT_PID_DURING_DRIVER_BRAK[WheelIndex])) //If PID recently exit dueto driver braking and driver is still braking, allow PID interventiononce //PID pressure exceeds pressure estimate plus a threshold, toprovide for hysteresis ||(EXIT_PID_DURING_DRIVER_BRAK[WheelIndex]&&(PIDStblzPres[WheelIndex]>=ENTER_THRES)&&(PIDStblzPres[WheelIndex]>=(BRAKE_PRESSR_ESTMT[WheelIndex]+EXIT_THRES)) //Can also enter at lowerthreshold if had recent PID event and driver is not braking||((PIDStblzPres[WheelIndex]>=EXIT_THRES)&&RECENT_PID_CTRL&&(!DRIVER_BRAKING_FLAG)) )&&EnablePIDControl ) {PID_ACTIVE[WheelIndex]=TRUE; //Latch pressure estimate at PIDactivation, for use in PID pressure adjustment toward estimate duringramp up phase PRES_EST_UPON_PID_INCREASE[WheelIndex]=BRAKE_PRESSR_ESTMT[WheelIndex]; //If driver is braking, include theminimum of driver pressure or pressure estimate into the PID pressurestate PIDStblzPres[WheelIndex]+=min(DRIVER_REQ _PRESSURE,BRAKE_PRESSR_ESTMT[WheelIndex]); //Put an upper and lower bound on thefinal PID requested pressure valuePIDStblzPres[WheelIndex]=LIMIT(PIDStblz Pres[WheelIndex], 0,MAXIMUM_STBLZ PRESSURE); } }

The PID pressure is then applied to the brake system to prevent thevehicle from rolling over. The change in the current loop's deltarequested pressure is also determined.

DeltaPIDStblzPres[WheelIndex]=PIDStblzPres[WheelIndex]−PID_STBLZ_PRES[WheelIndex]; //UpdateINCREASE_REQUESTED_PRESSURE flag based on previous loop's delta pressurevalue if ((DELTA_PID_STBLZ_PRES[WheelIndex]>=0) //Do not set flag whenreq pressure is less than enter threshold value&&(PIDStblzPres[WheelIndex]>ENTER _THRES) )INCREASE_REQUESTED_PRESSURE[Wheel Index]=TRUE; elseINCREASE_REQUESTED_PRESSURE[Wheel Index]=FALSE;

Global variables with local versions are updated in step 426.

PID_STBLZ_PRES[WheelIndex]=PIDStblzPres[Wheel Index];DELTA_PID_STBLZ_PRES[WheelIndex]=DeltaPIDStblzPres [WheelIndex]; } /*Endfor loop*/

PID requested pressure if corresponding flag is false is set to zero inthe following:

if (!PID_ACTIVE[FL])PID_STBLZ_PRES[FL]=0; if(!PID_ACTIVE[FR])PID_STBLZ_PRES[FR]=0;

A history of when the last PID control is kept in the following:

if (PID_ACTIVE [FL]||PID_ACTIVE[FR])RECENT_PID_EVNT_CNTR=RECENT_PID_EVNT_THRSHLD; else if(RECENT_PID_EVNT_CNTR>0)RECENT_PID_EVNT _CNTR−−; if(RECENT_PID_EVNT_CNTR>0)RECENT_PID_CNTRL_EVENT =TRUE; elseRECENT_PID_CNTRL_EVENT=FALSE;

A history of when last in Active Yaw Control is also kept in thefollowing:

if (AYC_IN_CYCLE)RECENT_AYC_EVNT_CNTR=RECENT_AYC_EVNT _THRSHLD; else if(RECENT_AYC_EVNT_CNTR>0)RECENT_AYC_EVNT _CNTR−−; if(RECENT_AYC_EVNT_CNTR>0)RECENT_AYC_CNTRL_EVENT =TRUE; elseRECENT_AYC_CNTRL_EVENT=FALSE;

While the invention has been described in connection with one or moreembodiments, it should be understood that the invention is not limitedto those embodiments. On the contrary, the invention is intended tocover all alternatives, modifications, and equivalents, as may beincluded within the spirit and scope of the appended claims.

1. A method of controlling a hydraulic system of an automotive vehiclecomprising: determining lateral acceleration and vehicle speed;determining a pressure build rate in response to the lateralacceleration and vehicle speed; and precharging the hydraulic system toa predetermined pressure at the pressure build rate.
 2. A method asrecited in claim 1 further comprising determining a steering velocity;and precharging in response to steering velocity.
 3. A method ofcontrolling a hydraulic system of an automotive vehicle comprising:determining lateral acceleration and vehicle speed; enablingprecharging, determining a pressure build rate, determining a prechargepressure; and precharging the hydraulic system to a predeterminedpressure at the pressure build rate in response to the lateralacceleration and vehicle speed.
 4. A method of controlling a hydraulicsystem of an automotive vehicle comprising: determining lateralacceleration and vehicle speed; determining a surface index; andprecharging the hydraulic system to a predetermined pressure in responseto lateral acceleration and a sliding surface index and vehicle speed.5. A method of controlling a hydraulic system of an automotive vehiclecomprising: determining lateral acceleration and vehicle speed;determining a roll velocity; and precharging the hydraulic system to apredetermined pressure in response to lateral acceleration and rollvelocity and vehicle speed.
 6. A method of controlling a hydraulicsystem of an automotive vehicle comprising: determining lateralacceleration and vehicle speed; determining a front linear slip angle;and precharging the hydraulic system to a predetermined pressure inresponse to lateral acceleration and front linear slip angle and vehiclespeed.
 7. A method as recited in claim 6 further comprising determininga yaw rate; and precharging in response to yaw rate.
 8. A method ofcontrolling a hydraulic system of an automotive vehicle comprising:determining lateral acceleration, steering wheel angle and vehiclespeed; and precharging the hydraulic system to a predetermined pressurein response to lateral acceleration, steering wheel angle and vehiclespeed.
 9. A method of operating a hydraulic safety system comprising:determining a relative roll angle; determining a relative slip angle;determining a yaw rate; determining a pressure build rate far thehydraulic safety system in response to the relative roll angle, slipangle, and yaw rate; determining a precharge pressure level in responseto the relative roll angle, the slip angle and the yaw rate; andcontrolling the safety system in response to the precharge pressurelevel and the pressure build rate.
 10. A method as recited in claim 9wherein the relative roll angle is derived from a roll rate.
 11. Amethod as recited in claim 9 wherein the slip angle comprises a frontslip angle.
 12. A method as recited in claim 9 wherein the slip anglecomprises a rate of change of the front slip angle.
 13. A method asrecited in claim 9 further comprising determining a requested pressurefor the hydraulic safety system in response to a roll rate, the yawrate, and the slip angle, and wherein controlling comprises controllingthe safety system in response to the precharge pressure level, thepressure build rate and the requested pressure.
 14. A method ofcontrolling a hydraulic system of an automotive vehicle comprising:determining vehicle operating parameters; enabling a precharge status inresponse to a first subset of vehicle operating parameters; determininga pressure build rate in response to a second subset of vehicleoperating parameters; determining a requested pressure in response to athird subset of vehicle operating parameters; and operating a hydraulicsafety system in response to the precharge status, the pressure buildrate and requested pressure.
 15. A method as recited in claim 14 whereinthe first subset, the second subset or the third subset of vehicleoperating parameters comprise yaw rate.
 16. A method as recited in claim14 wherein the first subset, the second subset or the third subset ofvehicle operating parameters comprise roll rate.
 17. A method as recitedin claim 14 wherein the first subset, the second subset or the thirdsubset of vehicle operating parameters comprise sliding surface index.18. A method as recited in claim 14 wherein the first subset, the secondsubset or the third subset of vehicle operating parameters comprisesteering velocity.
 19. A method as recited in claim 14 wherein the firstsubset, the second subset or the third subset of vehicle operatingparameters comprise roll velocity.
 20. A method as recited in claim 14wherein the first subset, the second subset or the third subset ofvehicle operating parameters comprise a slip angle.
 21. A method asrecited in claim 14 wherein the first subset, the second subset or thethird subset of vehicle operating parameters comprise a linear slipangle.
 22. A method as recited in claim 14 wherein the first subset, thesecond subset or the third subset of vehicle operating parameterscomprise a front linear slip angle.